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REPORTS 



rpoN 



SEACOAST DEFENSES 



THE BOARD OF ENGINEERS; 



AND 



ITECHNICAL DETAILS OF ENGINEERING METHODS ON FORTIFICATIONS, 
RIVERS AND HARBORS, AND OTHER WORKS; 






> 









BEING 



EXTRACTS 



FEOM THE 



ANNUAL REPORT OF THE CHIEF OF ENGINEERS FOR 1903. 



^p 



WASHINGTON: 

GOVERNMENT PRINTING OFFICE. 
. 19 3 



/ 



REPORTS 



UPON 



. * 



SEACOAST DEFENSES; 



THE BOARD OF ENGINEERS; 



AND 



TECHNICAL DETAILS OF ENGINEERING METHODS ON FORTIFICATIONS, 
RIVERS AND HARBORS, AND OTHER WORKS; 



BEING 



EXTRACTS 



FROM THE 



ANNUAL REPORT OF THE CHIEF OF ENGINEERS FOR 1903. 



» 



^•* ♦ •♦■ 



WASHINGTON: 

GOVERNMENT PRINTING OFFICE. 

1903. 



> 



77McJ 

■/ho* 



HAR 5 I9L3 
0, of 0. 



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[EXTRACT FROM THE ANNUAL REPORT OF THE CHIEF OF ENGINEERS 

TO THE SECRETARY OF WAR.] 



Office of the Chief of Engineers, 

United States Army, 
Washington, September 29, 1903. 

* •» * * * * ■* 

THE BOARD OF ENGINEERS. 

The regulations for the government of the Corps of Engineers pro- 
vide for a Board of Engineers, consisting of not less than three officers, 
designated by the Chief of Engineers with the sanction of the Secre- 



8 REPOKT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

tary of War. This Board acts in an advisory capacity to the Chief 
of Engineers upon important questions of engineering". One of its 
principal duties is to plan or revise the projects for permanent fortifi- 
cations of the United States. 

The composition of this Board and its operations during" the past 
fiscal year are given in its report. 

(See Appendix No. 1.) 



FOKTIFIC ATION S . 

The scheme of national defense upon which work has now been in 
progress since 1888 is based upon a report dated January 16, 1886, 
submitted by the Board on Fortifications or other Defenses, popularly 
known as the Endicott Board. This Board indicated the localities 
where defenses were most urgently needed, determined the character 
and general extent of the defenses, with their estimated cost, and 
recommended for first consideration the names of 27 principal ports, 
arranged in the order of their importance. 

The degree of defense to be provided for coaling and other naval 
stations scattered all over the world; for the larger naval bases which 
must be promptly established, and for which appropriations are asked 
of Congress by the Navy Department; for the ports of Manila, Pearl 
Harbor, and Honolulu, and for the lake ports and the St. Lawrence 
River, should preferably be determined b} T a tribunal similar to the 
Endicott Board, as recommended in my last annual report. (This tri- 
bunal should be created for the purpose by Congress, and, like the 
Endicott Board, should, it is suggested, include the Secretary of War, 
the Chiefs of Engineers, Ordnance, and Artillery, one high ranking 
officer of each of those branches of the service, two naval officers of 
high rank, and two civilians expert on the subject of our foreign com- 
mercial relations.) In the absence of legislation on the subject of 
insular defenses, a mixed board of engineer and artillery officers, 
organized by authority of the Secretary of War, has already partially 
considered and reported upon plans for the emergency defense of sev- 
eral of the most important harbors in the insular possessions. Valua- 
ble data have been collected regarding the physical character of the 
proposed sites, and when money becomes available work of construc- 
tion can be started with reasonable promptness to provide a defense 
which will be adequate to emergencies in advance of the adoption of a 
more complete scheme of defense. Before these preliminary plans are 
actually entered upon, it might be well to invite the cooperation of the 
Navy by the assignment of a certain number of naval officers upon a new 
joint board of army and navy officers appointed to revise or enlarge 
the preliminary plans of defense heretofore prepared. For this pur- 
pose the Board might well assemble and conduct its labors in Wash- 
ington, where the records are filed and the policy of the Government 
may be more easily determined. 

The first act of Congress designed to carry out the recommendation 
of the Endicott Board was approved September 22, 1888. It created 



FOETIFICATIONS. 



9 



the Board of Ordnance and Fortification and made appropriations for 
beginning the manufacture of modern seacoast ordnance, but made no 
provision for the construction of batteries. The first appropriation 
for the construction of gun and mortar batteries was contained in the 
act of August 18, 1890, since which time appropriations of varying 
amounts have been made regularly each } T ear for carrying forward 
the adopted scheme of coast defense, for the manufacture of ordnance, 
for the construction of batteries, and for torpedo defenses. 

From time to time the defensive details for each locality have been 
carefully elaborated in projects prepared by The Board of Engineers, 
and in each case these projects have received the formal approval of 
the Secretary of War prior to the actual beginning of work. Up to 
the present time projects for permanent seacoast defenses have been 
adopted for 31 localities in the United States, as follows: 



1. Frenchman Bay, Maine. 

2. Penobscot River, Maine. 

3. Kennebec River, Maine. 

4. Portland, Me. 

5. Portsmouth, N. H. 

6. Boston, Mass. 

7. New Bedford, Mass. 

8. Narragansett Bay, Rhode Island. 

9. Eastern entrance to Long Island 

Sound. 

10. New York, N. Y. 

11. Delaware River. 

12. Baltimore, Md. 

13. Washington, D. C. 

14. Hampton Roads, Virginia. 

15. Entrance to Chesapeake Bay at Cape 

Henrv. 



16. Cape Fear River, North Carolina. 

17. Charleston, S. C. 

18. Port Royal, S. C. 

19. Savannah, Ga. 

20. St. Johns River, Florida. 

21. Kev West, Fla. 

22. Tampa Bay, Florida. 

23. Pensacola, Fla. 

24. Mobile, Ala. 

25. New Orleans, La. 

26. Galveston, Tex. 

27. San Diego, Cal. 

28. San Francisco, Cal. 

29. Columbia River, Oregon and Wash- 

ington. 

30. Puget Sound, Washington. 

31. Lake Champlain. 



In addition to the above localities, the defense of the Great Lakes 
and the St. Lawrence River is under consideration. 

Projects for the defenses for San Juan, Porto Rico; Pearl Harbor 
and Honolulu Harbor, Hawaii; San Luis d'Apra, Guam; Manila Bay, 
and Subic Bay have been approved by the Secretary of War, and actual 
construction should begin thereon at an early day. It is believed that 
the time has come when it will be no longer possible to ignore the 
question of insular defenses. The Navy Department is properly 
insistent that all its important coaling stations should receive proper 
defensive protection to keep off predator}^ attacks from possible 
hostile fleets. 

The seacoast defenses of the United States are now somewhat more 
than 50 per cent completed. Twenty-five of the principal harbors of 
the United States have a sufficient number of heav} T guns and mortars 
mounted to permit an effective defense against naval attack, and dur- 
ing the past three years considerable progress has been made in the 
installation of an adequate rapid-fire armament, now the matter of first 
importance. 

Gun and mortar batteries. — The existing projects for seacoast 
defenses comprise 358 heavy guns of 8-inch, 10-inch, and 12-inch cali- 
bers, 1,291 rapid-fire guns from 2.21-inch to 6-inch caliber, and 532 
mortars. The total cost for the engineering work is estimated at 
$50,000,000, including what has been completed as well as what remains 
to be done. 



10 



REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 



Since the inauguration of the present system of coast defense toe 
several appropriations made by Congress for the construction ot gun 
and mortar batteries have been as follows: 



Act of — 

August 18, 1890 $1,221,000.00 

February 24, 1891. . . . 750, 000. 00 

July 23, 1892 500,000.00 

February 18, 1893. . . . 50, 000. 00 

August 1, 1894 500, 000. 00 

March -2, 1895 500, 000. 00 

June 6, 1896 2, 400, 000. 00 

March 3, 1897 3, 841, 333. 00 

Allotments from the 

appropriation for 

' 'National Defense, ' ' 

act of March 9, 1898. 3, 817, 676. 02 



Act of — 

May 7, 1898 $3, 000, 000. 00 

July 7, 1898 2,562,000.00 

March 3, 1899 1, 000, 000. 0G 

May 25, 1900 2,000,000.00 

March 1, 1901 1, 615, 000. 00 

June 6, 1902 2, 000, 000. 00 

March 3, 1903 2, 236, 425. 00 



Total 27,993,434.02 






The total number of seacoast guns and carriages for which the Chief 
of Ordnance reports his department has made provision, and the cor- 
responding permanent emplacements for which the Engineer Depart- 
ment has made provision with the funds appropriated for construction 
of gun and mortar batteries, including allotments from the appropria- 
tions for "National Defense," are shown in the following table: 



Type of gun or carriage. 



Total 

carriages 

provided. 



12-inch mortar carriages, model 1896 

12-inch mortar carriages, model 1891 

12-inch disappearing carriages, L. F., model 1901 

12-inch disappearing carriages, L. F., model 1897 

12-inch disappearing carriages, L. F., model 1896 

12-inch gun-lift carriages, altered to nondisappearing 

12-inch gun-lift carriages, model 1891 

12-inch nondisappearing carriages, model 1892 

10-inch disappearing carriages, A. R. F., model 1896 

10-inch disappearing carriages, L. F., model 1901 

10-inch disappearing carriages, L. F., model 1896 

10-inch disappearing carriages, L. F., model 1894 

10-inch nondisappearing carriages, model 1893 

8-inch disappearing carriages, L. F., model 1896 

8-inch disappearing carriages, L. F., model 1894 

8-inch nondisappearing carriages, model 1892 

15-inch smoothbore carriages altered for 8-inch rifles 

6-inch disappearing carriages, model 1898 

6-inch rapid-fire (Vickers Son & Maxim), pedestal mounts. 

6-inch disappearing carriages, model 1903 

6-inch rapid-fire, pedestal mounts, model 1900 

5-inch balanced-pillar mounts, model 1896 

5-inch pedestal mounts 

4.7-inch rapid-fire (Armstrong pattern), pedestal mounts .. 

4.7-inch rapid fire (Schneider pattern), pedestal mount 

4-inch rapid-fire (Driggs-Schroeder), pedestal mounts 

3-inch balanced-pillar mounts 

3-inch casemate mounts 

3-inch pedestal mounts 

2.24-inch rapid-fire field carriages and rampart mounts — 



Total 
emplace- 
ments 
provided. 



a 306 

b85 

11 

35 

27 

3 

2 

c28 

3 

12 

74 

35 

dll 

38 

26 

e9 

21 

29 

8 

70 

44 

32 

21 

34 

1 

4 

118 

2 

134 

70 



(*) 



296 
80 
11 
35 
27 

3 

2 
27 

3 

12 
74 
35 

9 

40 

26 

/9 

g-21 

29 

8 
70 
44 
32 
21 
34 
hi 

4 
118 

2 
134 



a The number of carriages of this type provided for exceeds by 10 the number which the Chief of 
Engineers has notified the Chief of Ordnance are required for the emplacements he has provided. 

b One in use at West Point; 4 in storage. 

c One in use at Sandy Hook Proving Ground. 

d One at Sandy Hook Proving Ground. The number of carriages of this type provided for exceeds 
by 2 the number which the Chief of Engineers has notified the Chief of Ordnance are required for the 
emplacements he has provided. 

e One at West Point and 1 at Sandy Hook Proving Ground. 

/Five temporary; armament removed from 3. 

g Temporary; armament removed from 20. 

h Temporary. 

i Movable mounts. 

The foregoing table shows that up to the present time provision has 
been made for emplacing 334 heavy guns (including 26 temporary 



emi 



FORTIFICATIONS. 



11 



emplacements), 567 rapid-fire guns (including* 1 temporary emplace- 
ment), and 376 12-inch mortars. 

During the fiscal year just closed operations were carried on with 
unexpended balances of the appropriations carried by the regular forti- 
fication appropriation acts approved May 25, 1900, March 1, 1901, and 
June 6, 1902. The number of emplacements provided for under each 
of the foregoing acts is exhibited in previous annual reports. Under 
the fortification act of March 3, 1903, it is proposed to provide em- 
placements for the following number of guns: 



10-inch. 


6-inch. 


3-inch. 


3 


24 


60 



The total number of emplacements of every kind provided for to 
date by all appropriations is as follows: 



12-inch. 


10-inch. 


8-inch. 


Rapid- 
fire. 


12-inch 
mortars. 


105 


133 


96 


567 


376 



In this total are included seventy 2. 24-inch rapid-fire guns on mov- 
able mounts not requiring permanent emplacements, temporary 
emplacements for twenty-one 8-inch B. L. rifles on modified 15-inch 
carriages, one temporary emplacement for 4.7-inch rapid-fire gun, and 
five temporary emplacements for 8-inch guns on nondisappearing car- 
riages. The foregoing temporary emplacements were built during 
the war with Spain from the "National Defense" funds. The 8-inch 
guns will be transferred from time to time to permanent emplacements 
as these are completed, and a number of them have already been so 
transferred. While it is proposed eventually to disarm these tempo- 
rary emplacements, they can again be used in case of emergency, and 
have for this reason been included in the foregoing enumerations. 

The status of emplacements for which funds have been provided by 
Congress is as follows at the close of the fiscal year: 





12-inch. 


10-inch. 


8-inch. 


Rapid- 
fire. 


12-inch 
mortars. 


Guns mounted 


92 
9 
4 


115 
9 
8 


a 93 
2 
1 


bl78 

c200 

189 


32<8 
32 
16 


Ready for armament 


Under construction 




Total 


1 Oft i so 


96 


567 


376 


_. 







a Twenty-three of these, which have been mounted temporarily, have since been dismounted. 

o One temporarily. 

c Including seventy 6-pounders not requiring permanent emplacements. 

At the close of the previous fiscal year there were reported mounted: 



12-inch. 


10-inch. 


8-inch. 


Rapid- 
fire. 


12-inch 
mortars. 


80 


U2 


89 


108 


297 



12 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

A comparison of the last two tables shows an addition during the 
year to the completed seacoast armament of twelve 12-inch guns, three 
10-inch guns, four 8-inch guns, seventy rapid-fire guns, and thirty-one 

mortars. 

For continuing the work of construction of gun and mortar batteries 
in accordance with approved projects an estimate of $4,250,000 is 
submitted. 

Range and position finders. — During the year satisfactory progress 
has been made. The utmost harmony has existed between the Chief 
of Engineers, the Chief of Ordnance, the Chief Signal Officer, and 
the Chief of Artillery, all of whose departments are involved in the 
work. 

At the present time 11 fire commanders' and 55 battery command- 
ers' stations have been completed and turned over to the troops for 
use and care; 22 fire commanders' and 55 battery commanders' stations 
are under construction. 

The experimental system of position finding at Pensacola, using 
long horizontal bases, operated very satisfactorily under actual test. 
Final action by the Board of Ordnance and Fortification has not yet 
been taken on the test. An estimate of $325,000 is submitted to con- 
tinue the engineer work of installing range finders to serve batteries 
already built. 

Preservation and, repair of fortifications. — Operations under this 
appropriation have been limited during the fiscal }^ear to the preser- 
vation of engineer material in new batteries, and to the application of 
remedial measures for reducing the dampness in some magazines in 
the earlier works. The mechanical and electrical appliances in mod- 
ern batteries demand unremitting attention to prevent deterioration 
and damage under the destructive influence of the moist sea air. The 
new works already constructed represent an expenditure of approxi- 
mately $27,000,000 for engineering work alone. With the $300,000 
provided for by the act of March 3, 1903, for works of preservation 
and repair it will be possible to remedy many incipient leaks and other 
defects as well as to remove some faults of construction in the earlier 
emplacements. It is strongly recommended that an appropriation of 
the same sum be again made this year, as the needs are great and the 
number of separate batteries, etc., requiring attention and care is con- 
stantly increasing. 

Supplies for seacoast defenses. — The acts of May 25, 1900, March 1, 
1901, and June 6, 1902, each appropriated the sum of $25,000, and 
that of March 3, 1903, $35,000, for tools and electrical and engine sup- 
plies for use of the troops for maintaining and operating light and 
power plants in gun and mortar batteries. This is designed to enable 
the Engineer Department to meet the requirements of paragraph 382, 
Army Regulations, prescribing the articles which are to be supplied 
by the Engineer Department to the Coast Artillery for the service of 
the batteries. Requisitions are made directly upon the Chief of Engi- 
neers, and authorized articles are purchased and issued by district 
engineer officers with as little delay as possible. This system has proved 
satisfactory. An estimate of $35,000 is submitted for this purpose for 
the next fiscal year. The sum carried by the last act has proved to be 
just sufficient for the purpose with the number of plants now in 
operation. 



FORTIFICATIONS. 



13 



Sea walls and embankments. — The act of June 6, 1902, appropriated 
1,000 and that of March 3, 1903, $89,575 for the construction of 
sea walls and embankments, which has been applied to the construction 
of sea walls at fortifications for the defense of the eastern entrance to 
Long Island Sound, New York Harbor, Delaware River, Baltimore, 
Md., Hampton Roads, Virginia, Tampa, Fla., Pensacola, Fla., Mobile, 
Ala., New Orleans, La., and San Diego, Cal. 

Based upon reports of district engineer officers showing the necessity 
for their construction, an estimate of $200,000 is submitted for the 
construction of sea walls and embankments at a number of additional 
localities. 

Sites. — During the past } r ear negotiations have been continued for 
the acquisition of one site at Boston Harbor, one at Narragansett Bay, 
and one at Fort St. Philip, La. ; the acquisition of one site at Portland 
Harbor, Maine, was completed during the year. In addition, negotia- 
tions have been entered into for the acquisition of one site at Portland, 
Me., and one at the eastern entrance to Long Island Sound, and of 
one tract at Fort Hunt, Va. 

A number of sites still remain to be acquired to carry out the approved 
projects of seacoast defenses, and an estimate of $2,000,000 is submitted 
to continue the work. The most important of the sites still to be 
acquired is the one at the southern entrance to New York Harbor, 
rendered necessary by the new deep-water entrance now under con- 
struction. 

Submarine mines. — With few exceptions all harbors are now equipped 
with torpedo storehouses, cable tanks, and serviceable mining case- 
mates. Many of the latter are not of the latest t}^pe and are com- 
plained of by the artillery as insufficient in size. As funds become 
available they will be replaced by more convenient and commodious 
casemates. Additional mining casemates and storage facilities are still 
required at several localities; an estimate of $225,000, to be expended 
under the Engineer Department, is submitted for their construction. 
The purchase of torpedo material proper, such as cables, cases, float- 
ing plant, etc., was, by act of June 6, 1902, assigned to the Artillery 
Corps, and the construction of the buildings, casemates, cable galleries, 
and cable tanks left with the Corps of Engineers. 

By the army reorganization act of February 2, 1901, the torpedo 
defense of the seacoast devolved upon the artillery troops. The mate- 
rial has been reported ready for transfer at all points except Galves- 
ton, Tex. 

Actual transfers have been made as follows: 






Portland, Me., September 30, 1901. 
Portsmouth, N. H., December 16, 1901. 
Boston, Mass., January 5, 1903. 
New Bedford, Mass., November 15, 

1901. 
Narragansett Bay, October 3j, 1901. 
Eastern entrance to Long Island Sound, 

May 20, 1901. 
Eastern entrance to New York Harbor, 

July, 1901. 
Southern entrance to New York Harbor, 

May 6 and 14, 1901. 
Delaware River, July 13, 1901. 
Baltimore, Md., April 29, 1901. 
Washington, D. C, July 24, 1901. 



Hampton Roads, Virginia, December 31, 
1901. 

Cape Fear River, North Carolina, No- 
vember 6, 1901. 

Charleston, S. C, May 2, 1901. 

Port Royal, S. C, July 26, 1901. 

Savannah, Ga., June 29, 1901. 

Key West, Fla., October 15, 1901. 

Tampa, Fla., August 17, 1901. 

Pensacola, Fla,, May 27,' 1901. 

Mobile, Ala,, June 15, 1901. 

New Orleans, La., November 6, 1901. 

San Diego, Cal., May 31, 1901. 

San Francisco, Cal., April 1, 1903. 

Columbia River, April 30, 1901. 



14 REPOKT OF THE CHIEF OF ENGINEEES, IT. S. ARMY. 

Searchlights and electrical connections. — The fortification appropria- 
tion act of March 1, 1901, appropriated $150,000 for the purchase and 
installation of searchlights for the defenses of New York Harbor. 
Under this appropriation work is well advanced. The acts of June 6, 
1902, and March 3, 1903, each appropriated $150,000 for the general 
installation of searchlights in seacoast defenses. 

The construction of the national seacoast defenses has now reached 
a point where most of the heavy guns are in position, and a large por- 
tion of the rapid-fire emplacements and some of the rapid-fire guns 
are completed, and it is important to continue the systematic installa- 
tion of searchlight apparatus for night defense. Experience has 
shown that economy in installation and the keeping of electric plants 
in good order in time of peace are promoted l>y habitually using forti- 
fication plants for post illumination. An estimate of $500,000 for 
searchlight installation is submitted and is recommended for special 
consideration as one of the urgent needs of the defense at this stage of 
its progress. 

.Defenses of insular possessions.— The importance of providing at an 
early date for the defenses of Porto Rico, the Hawaiian Islands, Guam, 
and the Philippines has been emphasized by the Chief of Engineers 
in his annual reports for the past three }^ears, but up to the present 
time no funds for this purpose have been appropriated. Sufficient 
data are now on hand to permit beginning the construction of these 
defenses at once. An estimate of $2,000,000 for the construction of 
gun and mortar batteries for the defense of these insular possessions is 
therefore submitted, to be applied at such insular localities as are now 
the property of the United States or may become so before the appro- 
priation is exhausted. Sites for this purpose are now available at 
Porto Rico, Guam, and the Philippines, but the acquisition of addi- 
tional land will be necessary for the defenses of the Hawaiian Islands. 
An estimate of $526,100 is submitted for this purpose. 

The following money statements show the actual expenditures dur- 
ing the fiscal year from the various appropriations for fortification 
work under the Engineer Department and the status, at the close of 
the fiscal } 7 ear, of the unexpended balances of allotments: 

"gun and moetar batteries." 

For battery construction. 

July 1, 1902, balances unexpended $1, 775, 966. 48 

Net allotments during fiscal year 3, 209, 744. 57 

4, 985, 711. 05 
Expenditures during fiscal year .'..., 1, 437, 353. 35 

June 30, 1903, balances unexpended 3, 548, 357. 70 

June 30, 1903, outstanding liabilities $247, 120. 13 

June 30, 1903, covered by uncompleted contracts 210, 377. 37 

457, 497. 50 

June 30, 1903, balances available S, 090, 860. 20 



FORTIFICATIONS. 15 

installation of range and position finders. 

ly 1, 1902, balances unexpended $149,590.83 

Net allotments during fiscal year 396, 016. 61 

545, 607. 44 

Expenditures during fiscal year 201, 653. 38 

June 30, 1903, balances unexpended 343, 954. 06 

June 30, 1903, outstanding liabilities $37, 575. 20 

June 30, 1903, covered by uncompleted contracts 23, 185. 50 

60, 760. 70 

June 30, 1903, balances available 283, 193. 36 

"Searchlights for Harbor Defenses." 

July 1, 1902, balances unexpended 30, 533. 72 

Net allotments during fiscal year 217, 998. 96 

248, 532. 68 

Expenditures during fiscal year 34, 739. 81 

June 30, 1903, balances unexpended 213,792.87 

June 30, 1903, outstanding liabilities 13, 622. 18 

June 30, 1903, balances available 200,170.69 

' ' Torpedoes for Harbor Defense. ' ' 

July 1, 1902, balances unexpended 22,337.43 

Net allotments during fiscal year 23, 575. 00 

45, 912. 43 

Expenditures during fiscal year 30, 312. 85 

June 30, 1903, balances unexpended 15, 599. 58 

June 30, 1903, outstanding liabilities 1, 378. 05 

June 30, 1903, balances available -- 14,221.53 

' ' Sites for Fortifications and Seacoast Defenses. ' ' 

July 1, 1902, balances unexpended 72, 980. 37 

Net allotments during fiscal year 73, 622. 85 

146, 603. 22 

Expenditures during fiscal year 36, 716. 75 

June 30, 1903, balances unexpended 109, 886. 47 

June 30, 1903, outstanding liabilities 28,800.00 

June 30, 1903, balances available 81,086.47 

' ' Preservation and Repair of Fortifications. ' ' 

July 1, 1902, balances unexpended 45,712.89 

Net allotments during fiscal year 365, 866. 54 

411, 579. 43 

Expenditures during fiscal year 201, 711. 96 

June 30, 1903, balances unexpended . 209,867.47 

June 30, 1903, outstanding liabilities $15, 860. 26 

June 30, 1903, covered by uncompleted contracts 4, 865. 00 

20,725.26 

June 30, 1903, balances available..... 189,142.21 



16 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 



i( 



Supplies for Seacoast Defenses." 



July 1, 1902, balances unexpended $10,860.05 

Net allotments during fiscal year 41,272.24 

52, 132. 29 

Expenditures during fiscal year 20, 261. 02 

June 30, 1903, balances unexpended 31,871.27 

June 30, 1903, outstanding liabilities $9, 120. 66 

June 30, 1903, covered by uncompleted contracts 1, 221. 00 

10, 341. 66 

June 30, 1903, balances available 21,529.61 

' ' Sea Walls and Embankments. ' ' 

July 1, 1902, balances unexpended 37, 964. 86 

Net allotments during fiscal year 264,673.94 

302,638.80 

Expenditures during fiscal year 73 ? 859. 05 

June 30, 1903, balances unexpended 228 779. 75 

June 30, 1903, outstanding liabilities $9, 696. 41 

June 30, 1903, covered by uncompleted contracts 34, 985. 82 

44, 682. 23 

June 30, 1903, balances available 184 097. 52 

"Building, School of Submarine Defense." 

July 1, 1902, balance unexpended n 750. 00 

Expended during fiscal year [[[ ll' 750] 00 



a 



Searchlights for New York Harbor." 



July 1, 1902, balance unexpended 35 449, 03 

Expended during fiscal year 30' 335] 92 

June 30, 1903, balance unexpended 5 113 n 

June 30, 1903, outstanding liabilities './.." .'..'.'. 16. 46 

June 30, 1903, balance available 5 096. 65 

"Board of Ordnance and Fortification." 

July 1, 1902, balance unexpended 7 829. 00 

Allotment during fiscal year ....!""""*"" 2o' 000] 00 

Expended during fiscal year 7 829. 00 

June 30, 1903, balance unexpended and available 20 000. 00 

1 Reconstruction and Repair of Fortifications, Galveston, Tex." 

July 1, 1902, balance unexpended , 788 129 02 

Expended during fiscal year 267' 013* 07 

June 30, 1903, balance unexpended 521 115 95 

June 30, 1903, outstanding liabilities \\ ~ " " " $531 " 285." 04 

June 30, 1903, covered by uncompleted contracts. . ....... 155,' 976] 20 

- — 187, 261. 24 

June 30, 1903, balance available 333 354 j± 

u Plans for Fortifications." 

Allotted during fiscal year 5,000.00 

Expenditures during fiscal year 5' qqq qq 



FORTIFICATIONS. 17 

ESTIMATES OF APPROPRIATIONS REQUIRED FOR 1904-5. 

Fortifications. 

For gun and mortar batteries: 

For construction of gun and mortar batteries $4, 250, 000 

For installation of range and position finders 325, 000 

$4, 575, 000 

For sites for fortifications and seacoast defenses 2, 000, 000 

For searchlights for harbor defenses 500,' 000 

For protection, preservation, and repair of fortifications 30o| 000 

For preparation of plans for fortifications 5 000 

For supplies for seacoast defenses 35 000 

For sea walls and embankments 200* 000 

For torpedoes for harbor defense 225^ 000 

For defenses of insular possessions : 

For construction of seacoast batteries $2, 000, 000 

For procurement of land for sites for defenses of the 

Hawaiian Islands 526, 100 

2,526,100 

Total 10,366,100 



APPENDIXES 

TO THE 

REPORT OF THE CHIEF OF ENGINEERS, 

UNITED STATES ARMY. 



FORTIFICATIONS, ETC. 



APPENDIX No. i. 



REPORT OF THE BOARD OF ENGINEERS. 

The Board of Engineers, Army Building, 

New York City, July 9, 1903. 

General: I have the honor to submit the annual report recounting 
the operations of The Board of Engineers for the year ending June 
30, 1903. 

The following changes in the personnel of the Board have taken place 
since the date of the last annual report: 

Lieut. Col. W. R. Livermore, Corps of Engineers, was detailed as 
a member by paragraph 22, Special Orders, No. 157, Headquarters of 
the Army, A. G. 6., July 5, 1902. 

Maj. Rogers Birnie, Ordnance Department, was detailed as a mem- 
ber by paragraph 6, Special Orders, No. 167, Headquarters of the 
Army, A. G. O., July 17, 1902. 

Commander J. C. Fremont, U. S. Navy, was detailed as a member 
while the Board is considering searchlights for coast defense by letter 
of the Acting Secretary of the Navy, dated October 3, 1902. He was 
detached from this duty by letter of the Acting Secretary of the Navy, 
dated May 29, 1903. 

Commander W. J. Barnette, U. S. Navy, was detailed as a member 
while the Board is considering the defense of coaling station* by par- 
agraph 26, Special Orders, No. 278, Headquarters of the Army, A. G. O., 
November 26, 1902. 

Col. Amos Stickney, Corps of Engineers, was detailed as a member 
by paragraph 19, Special Orders, No. 36, Headquarters of the Army, 
A. G. O., February 12, 1903. 

Col. S. M. Mausfield, Corps of Engineers, was appointed brigadier- 
general, U. S. Army, February 20, 1903, and retired from active service 

on February 21, 1903. 

679 



680 REPORT OF THE CHIEF OF ENGINEERS, XI, S. ARMY. 

Maj. Arthur Murraj T , Artillery Corps, was detailed as a member by 
paragraph 6, Special Orders, No. 128, Headquarters of the Army, 
A. G. O., June 2, 1903, vice Maj. Sedgwick Pratt, Artillery Corps, 
relieved as a member by the same order. 

As at present constituted The Board of Engineers is composed of 
Col. Chas. R. Suter, Corps of Engineers, president; Col. Amos Stickney, 
Corps of Engineers; Lieut. Col. C. W. Raymond, Corps of Engineers; 
Lieut. Col. W. R. Livermore, Corps of Engineers; Commander W. J. 
Barnette, IT. S. Navy (during defense of coaling stations only) ; Maj. 
Rogers Birnie, Ordnance Department; Maj. Arthur Murray, Artillery 
Corps; First Lieut. Edward H. Schulz, Corps of Engineers, recorder 
and disbursing officer. 

In addition, the following Division Engineers are members of The 
Board of Engineers when matters pertaining to defensive works in 
their respective divisions are under consideration by the Board : Col. 
G. J. Lydecker, Corps of Engineers, Central Division; Col. O. H. 
Ernst, Corps of Engineers, Northwest Division; Col. D. P. Heap, 
Corps of Engineers, Pacific Division; Lieut. Col. W. H. Heuer, Corps 
of Engineers, Northern Pacific Division; Lieut. Col. H. M. Adams, 
Corps of Engineers, Gulf Division; Lieut. Col. J. B. Quinn, Corps of 
Engineers, Southeast Division. 

In the past fiscal year the following officers of the Corps of Engineers 
in charge of engineering districts attended meetings of the Board in 
New York City in connection with the subjects indicated: Maj. C. F. 
Powell, acquisition of land for defense of eastern entrance to Long 
Island Sound; Maj. John Millis, revision of project for defense of 
Puget Sound ; Capt. Harry Taylor, ammunition supply at Fort Worden, 
Puget Sound. 

The Board has considered the various subjects referred to it during 
the past fiscal year by the Chief of Engineers. 

******* 

During the past fiscal year the Board witnessed tests and made 
personal inspections of fortifications, etc. , as follows : 

Witnessed test of 10-inch Taylor-Raymond chain hoist, rear deliv- 
ery, at Fort Strong, Mass., and also inspected the defenses of Boston 
Harbor, on July 15, 1902. 

Witnessed test of new 6-inch ordnance truck in connection with 
6-inch chain hoist, at Battery Hudson, and inspected batteries Duane 
and Ayres, Fort Wadsworth, N. Y., July 16, 1902. 

Made preliminary inspection of entire line of defense covered by 
combined Army and Navy maneuvers in Narragansett Bay and Long 
Island Sound, August 26-30, 1902, inclusive, and from August 31 to 
September 6, inclusive, witnessed these maneuvers. 

Inspected fortifications and sites for searchlights at Portland, Me., 
on November 12; in Boston Harbor, November 14; in Narragansett 
Bay, November 18, and in Long Island Sound, November 19-20, 1902. 

Witnessed test of Taylor - Raymond 10-inch chain hoist, front 
delivery, at Fort Warren, Mass., on November 14, 1902. 

Inspected fortifications and sites for searchlights in Hampton Roads, 
Va., on December 9, 1902. 

Witnessed firing of 16-inch B. L. R. at Sandy Hook, N. J., on 
January 17, 1903. 

Inspected fortifications and sites for searchlights at Galveston, Tex., 
April 7 and 8; at New Orleans, La., and mouth of Mississippi River, 
April 9 and 10; at Mobile, Ala., April 11; at Tampa, Fla., April 13; 



APPENDIX 1 — THE BOARD OF ENGINEERS. 681 

at Key West, Fla., April 16, and at Pensacola, Fla., April 1!) and 20, 

1903. 

Witnessed fire-control test at Fort Barrancas, Fla., and firing test 
at Forts Pickens and Barrancas, April 21 and 22, 1903. 

Inspected fortifications and sites for searchlights at Savannah, (4a., 
May 18; at Port Royal Sound, May 19; at Charleston, S. C, May 20; 
at mouth Cape Fear River, May 21 ; at Washington, D. C. , and Potomac 
River, May 22, and at Baltimore, Md., May 23, 1903. 

Witnessed test of 4^-inch harveyized steel shield for G-inch barbette 
carriage, model 1900, at Sandy Hook, N. J., June 26, 1903. 
For the Board : 

Very respectfully, your obedient servant, 

Chas. R. Suter, 
Colonel, Corps of Engineers, 

President of the Board. 

Brig. Gen. G. L. Gillespie, 

Chief of Engineers, U. S. A. 






c 



APPENDIX No. 2. 



POST OF WASHINGTON BARRACKS, DISTRICT OF COLUMBIA— THIRD 
BATTALION" OF ENGINEERS— ENGINEER SCHOOL OF APPLICATION, 
U. S. ARMY— ENGINEER DEPOT, WASHINGTON BARRACKS. 



REPORT OF MAJ. EDWARD BURR, CORPS OF ENGINEERS, FOR THE 

FISCAL YEAR ENDING JUNE SO, 1903. 



Engineer School of Application, 

IT. S. Army, 
Washington Barracks, Washington, D. C, July SI, 1903. 

General: I have the honor to forward herewith, in duplicate, the 
annual report on the post of Washington Barracks, D. C, the Third 
Battalion of Engineers, the Engineer School of Application, U. S. 
Army, and the Engineer Depot, Washington Barracks, for the fiscal 
year ending June 30, 1903. 

Very respectfully, your obedient servant, 

Edward Burr, 

Major, Corps of Engineers, Commanding. 
Brig. Gen. G. L. Gillespie, 

Chief of Engineers, U. S. A. 



I.— POST OF WASHINGTON BARRACKS, DISTRICT OF COLUMBIA. 

A concise description of this post will be found in the report of the 
preceding year, Annual Report, Chief of Engineers, 1902, page 793. 

The improvement and enlargement of the reservation by the con- 
struction of new sea walls, the partial rebuilding of old walls, and the 
raising of lowlands by grading was in progress at the beginning of 
the year. The work on the sea walls has been completed: The grad- 
ing by hydraulic dredging from the Washington channel continued 
throughout the year and is not yet completed; 362,906 cubic yards of 
material — sand, gravel, and clay — have been moved, to June 30, 1903, 
under the contract for this work. 

The reconstruction of the post under authority of an appropriation 
made by Congress was/commenced in the summer of 1902. The old 
buildings were entirely unsuited for post purposes, having been in 
nearly all cases remodeled from shops and warehouses. Their loca- 
tion was such that without an entire rearrangement of the post suffi- 
cient open space for drill purposes could not be made available. The 

683 



684 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

reconstruction of the post was further necessitated by its selection as 
the location of the building for the Army War College. 

Tentative plans for the new post and for the Army War College 
were prepared during the previous year by a Board of Engineer offi- 
cers. These plans were modified after consultation with Mr. C. F. 
McKim, of New York, and upon their presentation to Congress the 
work was authorized by an appropriation in the act of June 30, 1902, 
for beginning the work. The remainder of the estimated cost was 
appropriated in the act of March 2, 1903. 

The rebuilding of the post upon plans prepared by Messrs. McKim, 
Meade, & White, of New York, and approved by the Chief of Engi- 
neers and the Secretary of War, was placed under the charge of Capt. 
J. S. Sewell, Corps of Engineers. Work upon the officers' quarters 
and one set of barracks for two companies was commenced in the 
summer of 1902, but much delay has been caused by poor founda- 
tions, unfavorable weather, and scarcity of men and materials. At 
the close of the year favorable progress was being made, although the 
existence of the buildings of the General Hospital upon the site of 
some of the most needed of the proposed new buildings' will cause 
further delays in their completion. 

The old buildings of the existing post are crowded and ill suited 
for their present purposes. Need has been especially felt for increased 
space in barracks, for the Engineer School of Application, including 
library and museum, and for the storage of engineer and quarter- 
master's materials. During June, 1903, one building occupied as 
barracks by two companies and the engineer band was, in order to 
clear the site of the War College, razed, with the exception of so much 
as was necessary to provide quarters for the band. It is expected that 
new barracks to replace those razed will be ready for occupancy by 
the time the four companies of the Second Battalion of Engineers are 
assembled here in January next. 

The corner stone of the War College was laid on February 21, 1903, 
and the foundations for the entire building are under construction. 

Ordinary repairs were made to the buildings on the post, bat were 
only such as are necessary to maintain them in a habitable condition 
until the new buildings are completed. 

There is no telegraph office on the post. Connection is made with 
the city of Washington over one telephone, and important official 
messages are received over the telephone, as well as by messenger 
from the city. The telephone service is insufficient and authority for 
an increased service has been granted, but this service has not so far 
been installed. 

There is a local telephone system furnished by the Signal Corps. 
This system renders valuable service, but should be increased and 
remodeled to fully meet all requirements. 

The mail facilities and the service of gas and water remain as stated 
in the last annual report. 

Target facilities for the troops of the command are most unsatis- 
factory. Authority for the use of a range on the post up to 200 yards 
was granted by the Secretary of War, but the use of this range was 
discontinued by reason of the danger from ricochet shots. A 300-yard 
range was prepared in the ravine on the northeast side of the Fort 
Foote Reservation and was used during the firing seasons of 1902 and 
1903. For firing beyond 300 yards use was made of the range at Ord- 
way, Maryland, until general firing on that range was suspended in 
June, 1903, as the result of an accident from a chance wild shot. The 



APPENDIX 2 POST OF WASHINGTON BARRACKS, ETC. 685 

firing for the season of 1903 is therefore uncompleted, excepting for 
such men as it may be possible to send to more distant ranges. 

Expertness in the use of the rifle is a most important element in the 
training of a soldier, and the experience of recent wars indicates 
strongly that the developments in modern small arms have accentuated 
the value of the expert rifleman. Suitable and convenient ranges 
owned or controlled by the United States should be provided for all 
troops, and the Regular Army should not be dependent upon the 
courtesy or convenience of any other organization for the facilities to 
give this most necessary training. The necessity for a Government 
rifle range conveniently located for the use of all troops stationed near 
Washington becomes more marked each year. 

The post has been garrisoned during the year by the Third Battalion 
of Engineers. That battalion has been ordered to service in the Phil- 
ippines and two companies (I and K) left the post on April 15, 1903. 
The other two companies are under orders to start on September 15, 
1903. The Second Battalion replaces the Third, two companies arriving 
in July and the other two probably in January, 1904. 

Officers of the Corps of Engineers on duty with the Third Battalion 
during the year are reported later. Other officers on duty at the post 
during the year have been the following : 

Maj. H. P. Birmingham, Medical Department, since December 9, 1902. 

Maj. Edward Burr, Corps of Engineers (promoted from captain January 29, 
1903), June 30 to April 1, except during period August 1 to August 26, when 
assigned to duty with the battalion. 

Capt. C. H. McKinstry, Corps of Engineers, entire year. 

Capt. W. V. Judson. Corps of Engineers, relieved June 13. 

Capt. J. H. Stone, Medical Department, until December 14, when relieved from 
post. 

First Lieut. Wm. D. Connor, Corps of Engineers, September 19 to September 30, 
when relieved from post. 

First Lieut. A. E. Waldron, Corps of Engineers, since April 21. 

First Lieut. S. E. Lambert, Medical Department, September 17 to November 1. 

SUBPOST OF FORT FOOTE, MD. 

Fort Foote has not been garrisoned for a number of years, and was 
placed under the command of the commanding officer at Washington 
Barracks for drill purposes by the Secretary of War under date of 
November 26, 1901. A concise description of the reservation will be 
found in the last annual report (Annual Report, Chief of Engineers, 
1902, p. 795). 

The buildings are all old and are in general in a bad state of repair. 
They all are frame structures, built between 1868 and 1870, and the 
majority of them are entirely unserviceable in their present condition. 

The water supply of the post was drawn from two springs and from 
cisterns holding rain water collected from the roofs of buildings. The 
analyses of the water from the springs during the previous year indi- 
cated it to be of excellent quality. The amount of water available 
from these sources is not, however, more than 1,200 or 1,500 gallons 
per diem, and the pump and tank for supplying it to the post have 
disappeared or become unserviceable. The cisterns are eight in num- 
ber, but with the decaj^ of the buildings they have ceased to be avail- 
able as a source of water supply. 

A rifle range for firing to 300 yards was prepared in the ravine on 
the northeast side of the reservation by clearing the ground and build- 
ing butts and stands at the firing points. 

Fort Foote furnishes iairty good facilities for some engineer drills that 



686 REPORT OK THE CHIEF OF ENGINEERS, U. S. ARMY. 

can not be carried on at Washington Barracks. Much time is lost, how- 
ever, in transporting troops to and fro, particularly with the inefficient 
means of transportation available. Companies have therefore been 
put into camp during the drill and target firing seasons. 

Application was made in April, 1903, by the Twenty-second Regi- 
ment, Engineers, N. G. N. Y., for permission to camp upon this reser- 
vation, but the insufficiency of the water supply made it necessary 
to report unfavorably upon this application. It is hoped that arrange- 
ments can be made to supply a regimental camp with sufficient water 
for ten days before the end of the next fiscal year. 

No work, was done at Fort Foote during the year excepting the pre- 
paration of a target range, minor repairs to roads and wharf, and the 
cleaning of cisterns, all by the labor of troops. 

II.— THE THIRD BATTALION OF ENGINEERS. 

The Third Battalion of Engineers, consisting of Companies I, K, L, 
and M, formed the garrison of the post until April 15, 1903. 

Three companies, K, L, and M, took part in the combined Army 
and Navy maneuvers at New London, their principal duties being in 
connection with the searchlights, though in addition thereto they per- 
formed such engineering duties as were considered necessary. 

Company M at Fort Terry constructed and manned a 5-inch battery; 
a detachment of Company M at Fort Michie was used for searchlight 
work and for manipulating the horizontal base outfit. 

At Fort Wright, Companies K and L had charge of the searchlights 
and formed the gun detachments for the movable armament. A 
detachment of men from Companies I and K was sent to Fort Mans- 
field to place in order the electrical plant at that post, which had been 
reported as unfit for service by the artillery. The plant was repaired 
and run without any delays during the period of the maneuvers. 

TARGET PRACTICE. 

The practice was carried on through the regular season and was 
extended through the month of October by authority of the depart- 
ment commander. 

This being the first regular practice of the battalion, the results were 
not as good as could be desired. The lack of a good range was also 
badly felt. Practice at 100, 200, and 300 yards was carried on at the 
subpost of Fort Foote ; beyond the 300-yard range practice was had 
at the Ord way range, this range being rented for the purpose from the 
District of Columbia National Guard. One man from each company 
attended the department competition, two of these men being after- 
wards selected as members of the department team. 

In a competition at the Ordway range with teams from the United 
States Marines, the United States troops at Fort Myer, and the Dis- 
trict of Columbia National Guard, a skirmish team from the Third 
Battalion was the winner. 

Too much stress can not be laid on the necessity of a good Govern- 
ment range in this vicinity for use of the United States troops. The 
only range in the neighborhood is the Ordway range, which is far 
from being an ideal one, and which, due to its use at all times by the 
District of Columbia National Guard, can hardly be considered as 
available for use by United States troops. During the current season 



APPENDIX 2 POST OF WASHINGTON BARRACKS, ETC. 687 

it was found to be impossible to arrange a schedule so that the Engi- 
neer troops could fire on the range, the result being that the troops will 
probably be unable to complete their target practice. Moreover, when 
the range can be used, it is available for such a short time that the 
men must be hurried through, and such a thing as individual practice 
is unheard of. This is not conducive to encouraging the spirit neces- 
sary for good practice by the troops. 

During the current season practice at 200 and 300 yards has been 
held at Fort Foote, but beyond the latter range there is little prospect 
for practice except probably for a few men in each company. 

DRILLS. 

The following schedule of drills has been followed during the months 
indicated, so far as practicable : 

July- October.— Practice marches; engineer drills to include road 
making, demolitions, siege works, types of trenches, revetments, bomb- 
proofs, saps, magazines, railroad construction, construction of trestle 
bridges and wharves; reconnaissance and photography for selected 
men. Most of the drills were held at Fort Foote, the companies alter- 
nating in going into camp at that place. 

November-March.— Until stopped by inclement weather: Practice 
marches; stone and concrete masonry; heavy timber construction; 
military mines and demolitions; ponton-bridge work, including in- 
struction in rowing; instruction in riding, reconnaissance, photog- 
raphy, and use of surveying instruments for selected men. Trade- 
school instruction in carpentry; management of steam plant; plumb- 
ing; masonry; blacksmithing; machine-shop work; photography: 
drafting; printing. 

After inclement weather prevented regular outdoor work: Instruc- 
tion in knots, lashes, and splicing; manual of arms; bayonet exer- 
cise; gymnastics; calisthenics; wall scaling; fire drill; litter drill 
and first aid to the wounded; packing; signaling; moving heavy 
weights; riding; general instruction in rough carpentry and black- 
smithing. Theoretical instruction in the afternoon for selected men 
in drill regulations; guard duty; firing regulations; practical military 
engineering; troops in campaign; service of security and information; 
hippology and trade-school instruction, as previously noted. 

Post school for enlisted men between the months of November and 
February, inclusive, in which instruction was given in spelling, read- 
ing, writing, geography, grammar, United States history, arithmetic, 
geometry, algebra, trigonometry, etc. 

On April 15, 1903, Companies I and K left this post for San Fran- 
cisco en route to the Philippines under command of Maj. C. McD. 
Townsend, Corps of Engineers, who will command the battalion after 
September 15, 1903. The other two companies, L and M, are under 
orders to start on September 15 for the same destination. 

The following oflicers of the Corps of Engineers have been on duty 
with the battalion during the year: 

Maj. Wm. M. Black, commanding from July 1 to August 1 and from August 26 
to April 1, when relieved from post. 

Maj Edward Burr (promoted from captain January 29, 1903), commanding 
from August 1 to August 26 and from April 1 to June 30. 

First Lieut. F. C. Boggs, adjutant entire year. 



688 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

First Lieut. Wm. D. Connor, quartermaster and commissary to September 19, 
when placed on special duty under post commander. < ■ t 

First Lieut. T. H. Jackson, quartermaster and commissary since September 19. 

COMPANY I. 

Capt. Spencer Cosby, since April 1. 

First Lieut. Wm. J. Barden, September 11 to April 15, when relieved from post. 
First Lieut. T. H. Jackson, July 1 to September 19, when assigned quartermaster 
and commissary. 
Tirst Lieut. E. M. Adams, since January 23, also temporarily attached August 2 

to September 13. 

First Lieut. J. R. Slattery, January 7 to February 1, when transferred to Com- 
pany M. , . _ T 

First Lieut. A. B. Putnam, July 1 to March 25, when transferred to Company L. 

First Lieut. P. S. Bond, November 4 to January 8, when transferred to Com- 

First Lieut. J. H. Poole (promoted from second lieutenant February 20, 1903). 
entire year. 

COMPANY K. 

Capt. Charles Keller, since April 1. 

Capt. Charles W. Kutz, July 1 to March 14, when relieved from post. 

First Lieut. E. M. Rhett, January 23 to April 10, when transferred to Com- 

■noriy v\\ 

First Lieut. A. E. Waldron, July 1 to March 25, when transferred to Company M. 
First Lieut. W. P. Stokey, since April 11. 
Second Lieut. H. C. Jewett, entire year. 

Second Lieut. Mark Brooke, September 30 to March 25, when transferred to 
Company M. 

COMPANY L. 

Capt. J. F. Mclndoe, entire year. 

First Lieut. William Kelly, February 1 to April 24, when relieved from post. 
First Lieut. E. M. Rhett, July 1 to January 23, when transferred to Company K. 
First Lieut. A. B. Putnam, March 25 to April 30, when relieved from post. 
First Lieut. M. J. McDonough, to April 15, when relieved from post. 
First Lieut. E. N. Johnston (promoted from second lieutenant December 23, 
1902), from December 8 to June 30. 
Second Lieut. Wm. L. Guthrie, from September 30 to June 30. 

COMPANY M. 

Capt. M. L. Walker (promoted from first lieutenant December 23, 1902), entire 
year. 

First Lieut. E. M. Adams, July 1 to January 23, except when temporarily 
attached to Company I, August 2 to September 13: transferred to Company I 
January 23. 

First Lieut. E. M. Rhett, April 10 to June 4, when resignation as officer in Army 
was accepted. 

First Lieut. J. R. Slattery, February 1 to April 24, when relieved from post. 

First Lieut. A. E. Waldron, March 25 to April 21, when placed on special duty 
under post commander. 

First Lieut. P. S. Bond, January 8 to June 30. 

First Lieut. W. P. Storey, until April 11, when transferred to Company K. 

Second Lieut. Mark Brooke, March 25 to April 7. when relieved from post. 

Second Lieut. J. F, Bell, since September 30. 



APPENDIX 2 POST OF WASHINGTON BARRACKS, ETC. 089 

III.— ENGINEER SCHOOL OF APPLICATION, U. S. ARMY. 

Maj. Win. M. Black, Corps of Engineers, Commandant to April 1 1903 
Maj. Edward Bnrr, Corps of Engineers, Commandant since that date. 

The general regulations for the school are to be found in the Army 
Regulations and in General Orders, Nos. 146 and 155, Headquarters of 
the Army, series of 1901. In accordance with letter from the Adju- 
tant-General of the Army, dated October 27, 1902, the supervision of 
the work of the school was placed directly under the Army War Col- 
lege Board, while for purposes of administration and police control the 
post of Washington Barracks remains under the orders of the com- 
manding general of the Department of the East. 

Regular instruction for the season of 1902-3 was begun on Novem- 
ber 1, 1902, and was continued until April, when, on the recommenda- 
tion of the Chief of Engineers, approved by the War College Board, 
the Secretary of War suspended instruction of officers at the school 
for the period of one year. This recommendation was made by the 
Chief of Engineers in view of the urgent need of officers of the Corps 
of Engineers for other duties. 

The period of instruction being for two years, the student officers 
are naturally divided into two classes, known as the first winter's class 
and the second winter's class, respectively. 

The following statement shows the course of instruction as approved 
by the Chief of Engineers and the Army War College Board: 

A.— Department of Military Engineering, Including Ordnance and Armor. 
Instructor, Capt. William V. Judson, Corps of Engineers. 

On the original programme fifteen weeks was allotted to this depart- 
ment, the period of instruction extending from January 8, 1903, to 
April 22, 1903. 

The programme included : 

War ships: classification, construction, armor, armament, maneuvering, power, 
ecc. ; influence of sea power upon land operations, including combined movements 
(Revolutionary war, Trafalgar, Nile, etc.); mortars and explosives; coast forti- 
fications: general principles, location, construction, attack, and defense; land 
fortifications: permanent, semipermanent, and hasty; general principles, use of 
attack and defense; service of security and information; organization and tactics, 
especially dwelling upon engineer organization, equipment, and formations; studies 
of terrane; tactical problems and logistics, with maps, kriegsspiel methods, and in 
the field study of campaigns. 

Due to the assignment of the officers in this class to duty with the 
companies which were under orders to proceed to the Philippine 
Islands, to leave April 15, authority was obtained to so consolidate 
the course that the student oineers could finish by April 1. 

In addition to the programme outlined above,* the student officers 
were taken for instruction purposes to Fort Monroe and to the battle- 
field of Gettysburg. As a part of the examination each student officer 
was required to prepare a project for the defense of some specific 
harbor. 

eng 1903 44 



690 REPORT OK THE CHIEF OF ENGINEERS, U. S. ARMY. 

B. — Department of Civil Engineering. 

Instructor, Capt. Charles H. McKinstry, Corps of Engineers. 
Under the subjects roofs, bridges, and building construction, the 
first winter's class was instructed by Maj. Edward Burr, Corps of 

Engineers. 

Civil engineering is included in the course for both winter classes. 
The course for the first winter's class began February 5 and ended 

April 20. 

Details of the course, ordered upon the recommendation of the 
academic staff, were as follows : 

Surveying; roads and railroads; building construction; roofs and bridges, 
including graphical statics; foundations and masonry; concrete: general princi- 
ples, manufacture, and uses; cement: manufacture, test, and use; water supply. 

The course of instruction for the second winter's class began Novem- 
ber 3, 1902, and ended January 7, 1903. 
The details of the course were as follows: 

Water supply; sewage disposal; accounts, etc.; river and harbor improvements; 
thesis. 

C— Department of Electrics, including Mechanics. 

Instructor, Maj. Edward Burr, Corps of Engineers. 

The period covered by this course was from November 3, 1902, to 
February 4, 1903. 

The detailed programme follows : 

Electrical engineering, eight weeks, began November 3, 1902, and ended Jan- 
uary 7, 1903, as follows: 

General principles of magnetism, electricity, induction, etc.; direct-current 
apparatus, dynamos, motors, etc.; general principles, construction, and manage- 
ment: alternating current; storage batteries: construction, application, and man- 
agement; measuring instruments; switch boards and appurtenances; transmission 
of electrical energy; selection of system and voltage; determination of size of 
copper; details of line construction, overhead and underground; arc and incan- 
descent lamps of all kinds; searchlights: construction, selection, efficiency, test- 
ing, and use; miscellaneous applications of electricity, including telephones, tele- 
graphs, wireless telegraphs, telautographs, etc.; practical problems and theses. 
Laboratory work will be carried on throughout the course in connection with the 
theoretical instruction. 

Mechanical engineering, four weeks, began January 8, 1303, and ended February 
4, 1903, as follows: 

Steam engines and boilers; gas and oil engines; pumps, dredges, hoisting and 
conveying machines, and general construction plant. 

Owing to the suspension of instruction no practical instruction was 
given in photography, reconnaissance and astronomy. 

On his application, approved by the academic staff, the War Col- 
lege Board and the Secretary of War, Lieut. F. C. Boggs, adjutant of 
the battalion, was authorized to complete that portion of the course 
at the school of application which he had not completed when he was 
appointed adjutant. Lieutenant Boggs finished the course, and was 
granted a diploma. 

The following-named officers, having during the year finished the 
entire course, were granted diplomas: 

Lieuts. F. C. Boggs, E. M. Adams, E, M. Rhett, J. H. Poole, and H. C. Jewett. 



APPENDIX 2 POST OF WASHINGTON BARRACKS, ETC. 691 

The following table shows the work completed by the student offi- 
cers to June 30, 1902: 

[c, completed and recommended proficient; n. c, begun, but not finished; c. h., completed and 

recommended proficient with honor.] 



- 


Theoretical instruc- 
tion. 


Practical 
instruction. 


Date of 
joining. 


Date of 
relief 
from 

school. 




Names. 


03 

o 

<H 

O 

CD 


w 
o 

•l-l 

.a 
o 

CD 


Civil engineer- 
ing. 


Military engi- 
neering. 


PI 

CD 
> 
U 


>> 

a 

o 

n 
o 
u 

m 

< 


Reconnaissance and 
photography. 


Remarks. 




Winter's course. 






1st. 
c. 


1st. 


1st. 


2d. 


2d. 




First lieutenants. 
F.C.Boggs 

Wm.Kelly 


c. 


c. 

c. 
c. 
c. 
c. 
c. 
c. 


c. 


c. 


c. 


c. 


c. 


Jan. 31 


June 7 

Apr. 24 

Apr. 1 

do 


Completed course 
by special au- 
thority. 


E.M.Adams 


c. 
c. 


c. 
c. 
c. 
c. 

c.h. 
c. 
c 
c. 

c. 

c. 
c. 
c. 
c. 


c.h. 
c.h. 


c. 
c. 










E.M.Rhett 


c. 


c. 


c. 






J.R.Slattery 


Jan. 7 


Apr. 24 
Apr. 20 
Apr. 21 
Apr. 15 
Apr. 20 
Apr. 15 
Apr. 20 
Apr. 1 

Apr. 1 
Apr. 20 
Apr. 7 
Apr. 20 




A. B. Putnam 


c. 

c.h. 
c. 
c. 
c. 
c. 
c. 

c. 
c. 
c. 
c. 










c. 
c. 
c. 




A.E.Waldron 














M. J.McDonough 














P.S.Bond '._.. 


c. 

c. 
c. 

c. 
c. 










Nov. 14 
Dec". "T 

"Sept~30~ 
do 




W.P.Stokey 














c. 




E.N. Johnston. 




J.H.Poole 

Second lieutenants. 

H.C.Jewett 

W.L.Guthrie-. 


c.h. 
c.h. 


c. 

c. 


c. 
c. 


c. 
c. 


c. 
c. 




Mark Brooke . 














J.F.Bell 


c. 

1 — 












do 





















During the year such progress has been made in equipping the 
electric laboratory that, with the resumption of instruction at the 
school, a thorough practical as well as theoretical course can be given 
in that branch. In addition, a small locomotive has been procured for 
the use of the school, and negotiations are in progress for the purchase 
of a small steamboat. This boat is so designed that it can be shipped 
in sections on an ordinary transport, and it is thought that with it 
much useful information can be obtained on the subject of landing 
troops and impedimenta. 

During the year much of the time of the instructors has been spent 
on duties ordered by higher authority, but not directly connected with 
the school. 

In connection with the school work the instruction of selected 
enlisted men of the battalion in various mechanical trades was carried 
on between the months of November, 1902, and April, 1903, inclusive. 
For a detailed statement of this work attention is invited to the report 
of the commandant of the school for the year 1902. (Annual Report 
Chief of Engineers, 1902, Appendix 3.) 

Special attention has been given to the subject of photography and 
map reproduction, with particular reference to definite equipments 
for field work for both an engineer company and battalion head- 
quarters. 

Mr. C. F. O'Keefe, formerly a captain in the Thirty-sixth United 
States Volunteers, was employed for this special purpose. Captain 



692 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 



O'Keef e was in charge of the photographic outfit of the engineers in 
the Philippine Islands and was in the same capacity with the China 
relief expedition, and consequently could bring to bear on the question 
much practical as well as theoretical knowledge. 

The following company equipment was recommended by him, and 
will be given practical field test in the Philippine Islands by two of 
the companies of engineers under orders to proceed to that station. 

Photographic outfit for one company of engineers. 

50 packages Pyro developing powder. 

1 bottle acetic acid, c. p., 32 ounces. 

25 pounds hypo soda, granular. 

10 pounds sulphite of soda, c. p. 

10 pounds carbonate of soda, c. p. 

10 pounds alum, powdered. 

6 ounces pyrogallic acid, c. p. 

3 ounces bromide of potassium, c. p. 

20 pounds salt. 

24 boxes nepera acid fixing powders. 

1 pound glycerin. 

1 pound citrate of iron and ammonia, c. p. 

2 brushes, spotting. 

1 pound f erricyanide of potassium, c. p. 
1 retouching frame. 
1 hydrometer. 
1 set scales, with weights, Fairbanks's 

photo. 

1 dark-room box. 

2 lanterns, complete with globes. 
2 globes, extra, for the above. 

1 stick india ink. 

2 rolls blue-print paper, 30-inch, 10 yards. 
2 rolls unprepared blue-print paper, 30- 
inch, 10 yards. 

2 rolls hLue -print paper , 30-inch , 50 yards. 

1 bottle liquid drawing ink, black, \ pint. 

3 crow-quill pens, with holders. 

2 water buckets, canvas. 
1 sewing outfit. 

1 table, folding. 

2 camp stools, folding. 

4 candlesticks, brass. 
1 hammer, tack. 

1 package tacks, 4 ounces. 

2 notebooks. 
2 fans, paper. 

1 rubber stamp (Co. L, Engineers). 
1 pad for rubber stamp. 



1 camera, graphic, reversible back, 5 by 

7 inches, complete. 
1 tripod for the above. 

1 cartridge roll holder, 5 by 7 inches. 
5 plate holders, 5 by 7 inches, for above 

camera. 
5 film holders, 5 by 7 inches, for above 
camera. 

2 yards rubber tubing. 

2 rubber bulbs. 
1 brush, paste, 2-inch. 
1 brush, dusting, 2-inch. / 
4 frames, printing, 5 by 7 inches. 
1 frame, printing, 16 by 20 inches, with 

pad and glass. 
1 tray, zinc, 12 by 17 inches. 
1 tray, zinc, 17 by 20 inches. 
1 tray, zinc, 20 by 24 inches. 
1 tray, zinc, 24 by 30 inches. 
4 trays, agate iron, 5 by 8 inches. 
1 glass, graduated, 16 ounces. 
1 tube photo paste, 4 ounces. 
4 round bottles, 32 ounces each, with 

glass stoppers. 

3 dozen United States photo clips. 
50 sheets blotters, photo. 
1 yard dark-room fabric, red. 
1 yard dark-room fabric, yellow. 

4 dozen kodak push pins. 
1 focusing cloth, 5 by 5 feet. 

1 developing box, Eastman's, for 7-inch 
films. 

2 gross sheets self -toning paper, 5 by 7 
inches. 

12 rolls cartridge films, Eastman's, 5 by 

7 inches. 
12 dozen cut films, Seed's, 5 by 7 inches, 

No. 26X. 
2 gross sheets Velox paper, 5 by 7 inches. 
24 boxes developing powder, 5 tubes. 



No really satisfactory map-reproducing outfit has been found, though 
several have been tried. For semipermanent stations the method 
of zincography has been decided to be that most nearly suitable, and 
a small press (about 150 pounds), capable of giving a sheet 17£ by 22 
inches, has been purchased for future experiments. It is thought that 
this may be so packed that it can be used with the headquarters of 
an army, but experiments made thus far are insufficient to settle the 
question, especially as the subject of pack transportation has been 
taken out of the hands of this school. 

For use with a company in the field some process similar to the 
hectograph, but giving a permanent record, is extremely desirable, 
but as yet no suitable process has been found. 



APPENDIX 2 POST OF WASHINGTON BARRACKS, ETC. 693 

ENGINEER FIELD MANUAL. 

Work was continued on the manual by the members of the academic 
staff during such time as could be spared from their regular duties. 
This work consisted mainly in a revision of chapter 1, on "Recon- 
naissance." 

During the month of April the preparation of the manual was trans- 
ferred to the commanding officer of the First Battalion of Engineers, 
at Fort Leavenworth. All papers relating to this work were" sent to 
the officer designated. 

MISCELLANEOUS. 

When the Engineer School occupied this post in October, 1901, upon 
its transfer from WiUets Point, N. Y., it was practically without any 
of the equipment necessary for school purposes and the balances of 
available funds permitted only the purchase of the most urgently 
needed supplies. The act of June 30, 1902, contains an item of $45,000 
for the expenses of the school for the fiscal year 1903, and the project 
covering the expenditure of this appropriation was approved by the 
War College Board on September 20, 1902. Under this project there 
have been purchased such furniture as was necessary for the proper 
equipment of offices and class rooms, as well as the current supplies 
required for the conduct of the school. Much progress has also been 
made in the equipment of laboratories and workshops. The trade 
school, in which instruction is given to the enlisted men of the engi- 
neer battalion on duty at this post, was supplied with the necessary 
hand tools in the carpenter, mason, plumbing, and blacksmith shops, 
and the machine shop was provided with an engine lathe, pattern- 
maker's lathe, drill press, bolt cutter, shaper, emery grinder, and 
band saw, all of the most modern type and driven by electric motors 
furnished with power from the electrical laboratory. 

With funds allotted from the school appropriation and an allotment 
of $6,300 from the emergency fund, War Department (act of March 
3, 1899), an excellent beginning has been made in the equipment of a 
laboratory for practical instruction in electricity. The purchases for 
this laboratory during the year include a storage battery; an experi- 
mental AC-DC machine, with a suitable motor for operating it; a 
15 K. W. direct-connected generating set, and a 25-horsepower horizon- 
tal automatic engine. In addition to the above machines, there was 
transferred to the school, for use in the laboratory, a 36-inch search- 
light outfit, including searchlight, oil engine, and generator, and an 
assortment of ammeters, voltmeters, and wattmeters has been pro- 
vided in sufficient variety to meet all present requirements. 

Many additions were also made to the equipments of the printing 
office and the photographic laboratory, including for the latter an 
electric blueprint outfit. 

Two hundred bound volumes of periodicals and miscellaneous books 
were added to the library, and two small libraries of technical works 
were purchased from school funds and issued to the First and the 
Third Battalions of Engineers. Steps have been initiated for appty- 
mg the card-index system to the library of the Engineer School. 

The necessary labor for carrying on the work of the school has been 
obtained from both civilian employees and enlisted men detailed on 
extra duty and receiving extra-duty compensation for their services. 
The erection and supervision of electric and other machinery was in 



694 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

the charge of a civilian machinst, and an expert electrician was 
employed for three months upon the installation of the electrical 

laboratory. 

The following pamphlets were printed at the Engineer School and 

distributed during the year: 

Upon the Use of Electric Searchlights in War. (Translated from Revue dn 
Genie Militaire, November and December, 1901, by Capt. W. V. Jndson, Corps 

of Engineers. ) ^ 

The Improvement of the Mississippi River between St. Loms and Cairo, by 
First Lieut. William P. Wooten, Corps of Engineers. 

Military Landscape Sketching, by M. Lefebore. (Translated from the Journal 
des Sciences Militaires, by Capt. W. V. Judson, Corps of Engineers.) 

The Destruction of Obstacles in Campaign, by Major Bornecque, with 42 illus- 
trations in the text. (Translated from the French by Capt. (now major) Edward 
Burr, Corps of Engineers.) 

The work of the school was more or less hampered during the year 
through not having sufficient space for all purposes in the buildings 
now in existence on this post. The office and class-room facilities 
were fairly satisfactory for their purposes, but there is insufficient 
space for the library of the school and no room at all available for 
the use of the school museum and for setting up the many valuable 
models belonging to it. Under the plans approved for the recon- 
struction of this post sufficient space for all the above purposes will 
be provided in the future. 

IV.— ENGINEER DEPOT. 

1. Public Buildings, Boats, Constructions, etc. 

During the year no new permanent buildings for the use of the 
Engineer Depot have been constructed. The depot property trans- 
ferred to Washington Barracks, D. C, from Willets Point, N: Y., 
during the previous fiscal year and the early part of this year was, 
in the absence of proper storage buildings, placed in the old gun shed, 
in stables, magazines, and in the basement of one of the barracks, 
where it is under proper shelter and stored according to classes as 
far as practicable. While this property is protected from the weather, 
it is not entirely secure against fire or theft and is in much confusion, 
but this condition can not be bettered until new storage facilities for 
the Engineer Depot and School are provided in connection with the 
reconstruction of this post. 

The old gun shed, near the site of the new war college building, 
was used as the principal storehouse and workshop for the depot 
•property and depot work until last spring, when it had to be aban- 
doned on account of the filling in of the low lands surrounding it. 
New storage room was provided by raising, repairing, and fitting up 
an old frame stable on the east side of the post, and all the property 
formerly in the gun shed was transferred to this building, which, 
although of insufficient capacity and not at all suited for the purpose, 
is the only one now available. 

A small frame building, east of the academic building, was con- 
structed from materials on hand for use as an astronomical observa- 
tory, but after the suspension of instruction of officers at the school 
the astronomical outfit was removed to the depot storehouse and the 
building was fitted up for the storage of stationery and drawing 
materials. 

A temporary frame building was erected north of the academic 
building, for use as a temporary power house for the electrical labo- 



APPENDIX 2 POST OF WASHINGTON BARRACKS, ETC. 695 

ratory of the school and for housing a locomotive until permanent 
quarters are provided. 

Incidental repairs to buildings used for depot and instruction pur- 
poses, putting up shelving, etc., have been made from time to time 
when required. 

The small naphtha launch received here during the previous fiscal 
year from Pensacola, Fla., was overhauled and repaired. The copper 
coil was renewed and the launch placed in service last season. 

Two 20-foot and one 18-foot yawl boats were bought under proposals. 

At the close of the fiscal year provision was made for the storage in 
a small building at the south end of the post, and formerly used as a 
stable guardhouse, of the large number of surveying instruments 
which have been turned into this depot under recent instructions 
from the Chief of Engineers. The bu ilding is a substantial brick struc- 
ture, large enough to hold all the instruments on hand. Necessary 
shelving and other fixtures were put up, and all the surveying, astro- 
nomical, and other instruments were transferred to it. 

2. Work of the Depot. 

The general work of the depot included the care of all the depot 
property, such as tools, implements, materials, ponton and bridge 
equipage, instruments, electrical appliances, steam machinery, in- 
trenching tools, models, etc., transferred to this post from Willets 
Point, N. Y., and bought during the past and present fiscal years. 

The care of the depot property and the work connected with the 
same was under the charge of a civilian storekeeper engaged early 
in the present fiscal year. The working force consisted of civilian 
mechanics and laborers employed from time to time astheir services were 
required, and of enlisted men of the engineer battalion, detailed on 
special duty and receiving extra-duty compensation, at such times and 
periods that these details did not interfere with their regular duties 
as engineer soldiers. 

The purchase and issue of tools and materials needed for the instruc- 
tion of engineer troops in their special duties, including ponton and 
bridge materials, intrenching tools, tools and materials for use in the 
trade school, etc. , continued throughout the year. 

The large amount of miscellaneous property received here from 
Willets Point, N. Y. , during the previous fiscal year required contin- 
uous care and labor for cleaning and preserving, assorting and class- 
ifying, and the separation of the serviceable from the unserviceable 
material, and this work will be continued in the new fiscal year. Some 
10,000 shovels, picks, spades, etc., the wooden handles of which 
became infected with a species of woodworm, were treated with kero- 
sene oil, and at the same time all the metal parts of these tools were 
cleaned from rust and oiled. The worms in the handles appear to 
have been exterminated by the use of the kerosene-oil bath, as no 
further signs of wood dust have been found. 

No storage room has as yet been provided for the reception of the 
engineering models brought here in 1901 from Willets Point, N. Y. 
Most of the models are yet in the original packing boxes, and are 
stored in an unoccupied stable building at the south end of the post. 

Two companies of the Third Battalion of Engineers were equipped 
by the depot with the necessary tools and materials for service in con- 
nection with the Arm y and Navy maneuvers held during July and 
August of 1902. Shipment of 3,300 sand bags was made in August to 
engineer officers participating in the maneuvers. 



696 KEPOET OF THE CHIEF OF ENGINEERS, IT. S. ARMY. 

A large amount of unserviceable property which had accumulated 
in the depot during the year was disposed of in accordance with regu- 
lations. 

Under the approved detailed project for the expenditure of the 
allotment of $7,500 from the appropriation for "Engineer Depot," 
1903, for "Incidentals," purchases were made from time to time of 
various materials and tools needed in connection with the general work 
of the depot as well as for repairs to buildings, shops, offices, ponton 
and bridge equipage, and miscellaneous implements. 

The more important articles purchased were as follows: 

1 12-inch Oliver typewriting machine. 2 flat-top office desks. 

2 small typewriter desks. 6 office chairs. 

2 typewriter revolving chairs. 1 catalogue filing cabinet. 

20,000 feet B. M. assorted lumber. 1 diaphragm pump. 

5,000 pounds assorted manila rope. - 1 set single harness. 

3. Depot Instruments. 

The general work of caring for the large accumulation of surveying, 
astronomical, and other instruments was performed by the depot 
employees. 

No purchases of instruments for the depot were made, funds for that 
purpose not having been assigned to this office. 

Under the requirements of Circular No. 21, Office of the Chief of 
Engineers, October 4, 1902, shipments of miscellaneous surveying 
instruments were received in the depot from time to time during the 
year. With but a few exceptions no serviceable instruments were iso 
received. The necessary repairs to instruments have been mnde in 
this city, and the instruments then placed in the depot ready for 
issue on duly approved requisitions. 

Minor repairs to instruments and electrical appliances were made in 
the depot, and larger instruments, such as transits, levels, etc., have 
been sent to repair shops. It was noted that repairs to instruments 
have been very satisfactorily accomplished in this city, and it is 
thought that the prices charged for such repairs were more reasonable 
than the rates paid when the depot was located at Willets Point, N. Y. 

An allotment of $500 from the appropriation for "Engineer Depot, 
1903," for "Instruments," and a subsequent allotment of $500 from 
the appropriation for "Examinations, Surveys, and Contingencies of 
Rivers and Harbors," were limired solely to the repair of instruments. 
Both these sums were expended during the year and were mainly 
applied to the instruments received from Willets Point, N. Y. 

The following itemized table a gives the number of instruments 
repaired during the year. The total cost of repairs was $1,000. 

A number of other instruments, such as transits, levels, current 
meters, etc., were repaired during the year and the bills for the work 
sent for payment to the officer to whom they were issued. 

Issues of instruments and drawing materials were madf^ during the 
year to officers engaged on public works and surveys, engineer officers 
at headquarters of the military departments, and to post engineer 
officers in the United States and in the Philippines. 

The following itemized table a gives the kinds and quantities of 
instruments issued. The total number issued was 1,062. 

During the year the following instruments 6 were turned into the 

«Not printed. & List not printed. 



APPENDIX 2 POST OF WASHINGTON BARRACKS, ETC. 697 

depot by officers in charge of public works and surveys, acting engi- 
neer officers, and by the officer in charge of the purchase and repair 
of instruments at New York, N. Y. The total number turned in was 
508. 

A number of large and small instruments rendered unserviceable 
during long use have been inspected and condemned. 

An outfit of large and small instruments and drawing materials was 
prepared and issued to a detachment of engineer troops from this 
post engaged in a survey of the grounds of the Soldiers' Home at 
Washington, D. C. 

Purchases, issues, and repairs of instruments and drawing mate- 
rials required for the engineer equipment of troops for use in the field 
are referred to hereafter under the heading ' ' Engineer equipment of 
troops. " 

4. Engineer Equipment of Troops. 

Under the approved detailed project for the expenditure of the allot- 
ments made by the Chief of Engineers, U. S. Armj% amounting in all 
to $8,787.19, from the appropriation for "Engineer Equipment of 
Troops," fiscal year 1903, purchases were made from time to time of 
various engineer materials, field-photographic supplies, and experi- 
mental tools and lumber for making various new designs of trestles 
and other parts of the ponton- bridge equipage. 

The following more important supplies were bought and delivered 
during the year. a 

Materials, tools, and implements of all descriptions required for 
field service of the four companies of the Third Battalion of Engi- 
neers, under orders to proceed to the Philippines, have been procured, 
and issues were made to Companies I and K, which left for the Philip- 
pines on April 15. The engineer equipment issued to these com- 
panies during the previous fiscal year was completed by the purchase 
of such supplies as are expended in current use, and the instruments 
pertaining to these companies were overhauled and repaired. In 
addition to the regular supplies, the two companies were furnished 
with a complete field-photographic outfit. 

All the tools and supplies intended for the remaining two compa- 
nies, L and M, are on hand and will be issued early in the next fiscal 
year. 

In addition to the foregoing supplies, various articles required for 
experimental use, with a view to their adoption as a part of the engi- 
neer equipment of troops in the field, have been bought from time to 
time. These purchases include saws and special handles therefor, 
leather pouches for mattocks and small shovels, measuring tapes, can- 
vas pouches, crowbars, hatchets, and various lots of lumber for use in 
making experimental trestles and other parts of the ponton equipage. 

Under the last allotment, made in May, 1903, proposals were invited 
for 125 dozen of each of special pattern small-sized shovels and pick 
mattocks. The bids received admitted the purchase of 140 dozen 
shovels and 150 dozen pick mattocks, and the pick mattocks, were 
delivered during the fiscal year. The shovels have been contracted 
for, and are to be delivered early in the next fiscal year. 

The following table 6 gives the articles issued during the year to 
engineer organizations for use in the field. The total number issued 
was 10,601. 

«List not printed. b Not printed. 



698 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

The following instruments a pertaining to engineer troops have been 
repaired during the year. The total cost of repairs was $39.65. 

In addition to the routine work of the depot, much time and atten- 
tion were devoted to the development of various parts of the engineer 
equipment of troops. An expert photographer was employed for six 
months, and his work resulted in the development of a field photo- 
graphic equipment for engineer companies and battalions. Equip- 
ments for four companies and one battalion were purchased for issue 
to troops. 

Many experiments have been made with various intrenching tools 
submitted for trial, in continuation of similar work during the previ- 
ous fiscal year. The result of these experiments indicates that for 
hasty intrenchment and to be carried upon the person of the soldier 
no tool gives better results than the knife bayonet of the present 
infantry equipment and the meat can or tin cup. For heavier work 
a small shovel and a pick mattock of satisfactory design have been 
decided upon and accepted by the Board of Ordnance and Fortifica- 
tion. These tools are primarily intended to be carried in the com- 
pany or other transportation, but when provided with suitable pouches 
and slings can be carried upon the person of the soldier in case of 
necessity. 

Several forms of sketching case have been submitted for trial, and 
some of these experimental instruments have yet to receive a satisfac- 
tory service test. 

Much time and thought have been given to the material of the 
bridge equipage. With the passing of the white-pine forests it is no 
longer practicable to obtain balk and chess of this lumber, which has 
so many desirable qualifications for the purpose, and of which the 
standard bridge equipage has been so largely built. Investigations 
to determine the most suitable material to replace white pine are under 
way, and include the test of Georgia pine, Oregon fir, poplar, and 
cypress. Experiments have also been made with composite balk of 
steel and wood. No conclusion has yet been reached as to a proper 
substitute for white pine, and until a satisfactory substitute is deter- 
mined upon it will be impossible, for economical reasons, to increase 
the amount of bridge equipage in store. The balk and chess of bridge 
equipage are specified to be of clear white pine. Circular notices 
issued during the past and previous fiscal years failed to bring forth 
any proposals for either balk or chess of this grade of lumber. Some 
chess were purchased toward the end of the fiscal year of select white 
pine that are satisfactory for the purpose, but the cost of this material 
is excessive. 

The two divisions of bridge equipage in store at the depot have 
been overhauled, and such repairs have been made to all of its com- 
ponent parts as are necessary to maintain it in serviceable condition. 

Many reports have also been prepared and submitted upon the loca- 
tion and capacity of engineer depots, and upon the instruments, tools, 
and materials required for the engineer equipment of various 
organizations. ^ 



« List not printed. 



APPENDIX 2 POST OF WASHINGTON BAKRACKS, ETC. 699 



STATEMENT OF FUNDS. 

I. Engineer Depot at Willets Point. N. Y., fiscal year 1902, for Washington 
Barracks. 
1. For incidentals: 

July 1, 1902, balance unexpended $139. 37 

June 30, 1903, amount expended during fiscal year . . $139. 31 
June 30. 1903. amount turned into the Treasury dur- 
ing the fiscal year .06 

139. 37 



2. For materials: 

July 1 , 1902. balance unexpended 

June 30. 1903, amount expended during fiscal year ._ 
June 30, 1903, amount turned into the Treasury dur- 
ing fiscal year. .. 



$54. 97 
3.60 



58.57 



58.57 



3. For library: 

July 1, 1902, balance unexpended 

June 30, 1903, amount expended during fiscal year ._ 
June 30, 1903, amount turned into the Treasury dur- 
ing fiscal year 



$84. 23 
1.27 



85.50 



85.50 



II. Engineer Depot, fiscal year 1903. 

From the sums appropriated by Congress for the fiscal year ending June 30, 
1903, the following amounts were allotted by the Chief of Engineers, U. S. 
Army, for use at Washington Barracks, D. C. 

1. For incidental expenses of the depot (incidentals) $7, 500. 00 

2. For purchase and repair of instruments (instruments) 500. 00 

Total 8,000.00 

Of this there has been expended: 





Expended. 


Pledged. 


Total. 


1 For incidental expenses of depot (incidentals) - 


$6,866.64 
500.00 


S633.36 


$7,500.00 


2. For purchase ana repair of instruments (instruments).. .. 


500.00 






Total 


7,366.64 


633.36 


8,000.00 







III. United States Engineer School, Washington, D. C, fiscal year 1903. 

Congress appropriated for the fiscal year ending June 30. 1903, the following 
sums for the United States Engineer School at Washington Barracks, D. C: 

1. For equipment and maintenance of the school (equipment and 
maintenance) $40, 000. 00 

2. For providing means for the theoretical and practical instruc- 
tion of the school (library) 5, 000. 00 

Total 45,000.00 

Of this there has been expended and pledged: 





Expended. 


Pledged. 


Total. 


1. For equipment and maintenance of the school (equipment 
and maintenance) -- 


$19,435.27 
4,828.60 


$20,311.72 
171. 40 


$39,749.99 


2. For providing means for the theoretical and practical in- 
struction at the school (library) 


5,000.00 






Total 


24,263.87 


20,486.12 


44,749.99 


Balance unexpended and available for contingent expenses 
attending the completion of contracts entered into during 
the fiscal year •_ 


250.01 










Grand total 






45,000.00 











700 EEPOET OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

IV. Equipment of Engineer Troops, fiscal year 1902. 

1. For purchase of instruments, intrenching tools, etc., for use of the United 
States Engineer School at Washington Barracks, D. C: 

July 1, 1902, balance unexpended $494. 32 

June 30, 1903, amount expended during fiscal year $372.50 

June 30, 1903, amount turned into the Treasury during 
fiscal year . 121 . 82 

494.32 

V. Engineer Equipment of Troops, fiscal year 1903. 

From the above appropriation the following allotments were assigned at 
various times during the fiscal year for disbursement at Washington Bar- 
racks, D. C, in accordance with detailed and approved project for expend- 
iture, viz: . 

1. For engineer equipment — 

July 18, 1902, amount allotted.... $1,000.00 

August 4, 1902, amount allotted _ 4,000.00 

Total 5,000.00 

June 30, 1903, amount expended during fiscal year 4, 936. 29 

July 1 , 1903, balance unexpended. 63. 71 

July 1, 1903, outstanding liabilities $63. 61 

July 1, 1903, amount to be turned into the Treasury 10 

63.71 

2. For field photographic outfit — 

August 4, 1902, amount allotted 1,500.00 

June 30, 1903, amount expended during fiscal year 951. 27 

July 1, 1903, balance unexpended 548. 73 

July 1, 1903, outstanding liabilities. _ 548. 73 

3. For purchase of small shovels and pick mattocks — 

May 2, 1903, amount allotted . 2, 287. 19 

June 30, 1903, amount expended to end of fiscal year None. 

July 1, 1903, balance unexpended . 2,287.19 

July 1, 1903, outstanding liabilities 2, 287. 19 

VI. Emergency fund, War Department (act March 3, 1899). 

For equipment of electrical laboratory at Engineer School. Washington Bar- 
racks: 

July 1. 1902. balance unexpended . $5, 950. 91 

June 30, 1903, amount expended during fiscal year 4, 939. 99 

July 1,1903, balance unexpended 1,010.92 

July 1, 1903, outstanding liabilities 76. 41 

July 1, 1903, balance available 934. 51 

VII. Examinations, Surveys, and Cont'ingencies of Rivers and Harbors. 

Under date of October 25, 1902, the Chief of Engineers. United States Army, 
made an allotment of $500 from the above appropriation, to be applied exclu- 
sively to the repair 6f instruments received at the engineer depot in a 
slightly damaged condition: 

October 25, 1902, amount allotted $500. 00 

June 30, 1903, amount expended during fiscal year 491 . 40 

July 1 , 1903, balance unexpended 8. 60 

July 1, 1903, outstanding liabilities 8.60 



APPENDIX 2 POST OF WASHINGTON BARRACKS, ETC. 701 

NEW APPROPRIATIONS. 

I. The following items have been allotted by the Chief of Engineers, United States 

Army, from appropriations contained in the act of Congress for the support 
of the Army for the fiscal year ending June 30, 1904, for disbursement at 
Washington Barracks, D. C: 

1. Engineer Depot, 1904, act March 2, 1903, for incidental expenses 

of depot (incidentals) $8,000.00 

2. Engineer Depot, 1904, act March 2, 1903, for purchase and re- 

pair of instruments (instruments) _ 500. 00 

3. Engineer Equipment of Troops, 1904, act March 2, 1903, for 

ponton trains, intrenching tools, instruments, drawing mate- 
rials, etc 5.400.00 

Total 13,900.00 

II. The following item has been appropriated for the Engineer School, Wash- 
ington, D. C, in the act of Congress making appropriations for the support of 
the Army for the fiscal year ending June 30, 1904, to be disbursed at Wash- 
ington Barracks, D. C: 

For equipment and maintenance of the Engineer School of Ap- 
plication at Washington Barracks, D. C, including purchase 
of instruments, machinery, implements, models, and materials 
for the use of the school and for instruction of engineer troops 
in their special duties, etc., for purchase and binding of profes- 
sional books; for extra-duty pay to soldiers employed on work 
in addition to and not strictly in the line of their military du- 
ties; for travel expenses of officers; unforeseen expenses, etc_ $25,000.00 

1. Formal contracts in force during the fiscal year. 

Name of contractor: The G-as Engine and Power Company and Charles L. 

Seabury & Co., Consolidated, of New York, N. Y., for constructing at their 

works and delivering at Washington Barracks, D. C, one small sectional 

steamboat. 
Date of contract: June 15, 1903. 
Date of approval: June 25, 1903. 
Date of completion: One hundred working days, from date of approval of 

contract. 
Amount of contract, $18,750. 

2. Emergency contracts in force during the fiscal year. 

Name of contractor: Oliver Ames & Sons Corporation, of North Easton, Mass. , 
for manufacturing and delivering at Washington, D. C, 140 dozen small- 
sized shovels. 

Date of contract: June 4, 1903. 

Date of approval: None (emergency contract). 

Date of beginning work: June 7, 1903. 

Date of completion: No time set; but agreed to complete and deliver all 
shovels at as early a date as practicable. 

Amount of contract: $1,155. 



APPENDIX No. 3. 



ENGINEER DEPOT, FORT LEAVENWORTH, KANSAS. 



REPORT OF MA J. SMITH S. LEACH, CORPS OF ENGINEERS, FOR THE 

FISCAL YEAR ENDING JUNE 30, 1903. 



Fort Leavenworth, Kans., 

September 13, 1903. 

General : I have the honor to transmit herewith annual reports on 
operations at Fort Leavenworth under general appropriations. 
Very respectfully, 

Smith S. Leach, 
Major, Corps of Engineers. 
Brig. Gen. G. L. Gillespie, 

Chief of Engineers, U. S. A. 



UNITED STATES ENGINEER DEPOT, FORT LEAVENWORTH, KANS. 

An allotment of $2,000 from the appropriation " Engineer Depot, 
1903," was made on August 4, 1902, $650 of which was set aside for 
the purchase of materials for the repairs to ponton material and the 
remaining $1,350 for pay of enlisted men omployed on extra duty as 
carpenters, blacksmiths, and mechanics. 

Under the second heading of this allotment there has been expended 
$670.51 in payment of extra-duty pay of enlisted men employed in 
overhauling the ponton material. Authority has been obtained for 
the detail of nine men from the battalion on such duty. Three of 
these are occupied with the shoeing of the animals of the battalion. 

There have been unavoidable interruptions in the work of the extra- 
duty men by drills, field service, and maneuvers. Authority was 
obtained for the use of $549.80 of the funds allotted for extra-duty 
pay for the purchase of material, so that the total expenditure for this 
purpose was $1,045.47, with which have been purchased brakes for 
ponton carriages, iron, lumber, and hardware for the repair of the 
ponton materials. The total expenditure under this appropriation 
amounts to $1,715.98, leaving $284.02 to be returned to the Treasury 
of the United States. 

Under the appropriation "Engineer Equipment of Troops, 1903," 
the following allotments have been made: On August 1&, 1902, $3,500 
to be disposed of as follows : (a) For changing brake mechanism and 

703 



704 EEPOET OF THE CHIEF OF ENGINEERS, U. S. AEMY. 

draft gear of one division each of light and heavy ponton train, $750; 
(b) for purchase of paint, oil, putty, etc., $500; (c) for purchase of 
photographic and drafting supplies, $500; (d) for equipment of Engi- 
neer shop for instruction, $1,750. By subsequent authority this dis- 
position was modified by taking $500 from (a), $375 from (6), and 
$125 from (c), and devoting the $1,000 thus obtained to the purchase 
of tools and supplies for the battalion equipment. Under (a) a com- 
plete set of brakes of special design was purchased for the two divi- 
sions — one heavy and one light — of the ponton train. These have been 
applied to the carriages. 

Under (b) paint, oils, putty, and brushes for repainting the ponton 
material have been purchased. Under (c) photographic and drafting 
supplies have been purchased as required and the following instru- 
ments and apparatus: A Premo Long Focus Camera 8 by 10, with 
No. 7 Goerz lens, Iris shutter and focal-plane shutter for same, a ray 
filter, a map-printing and lettering device, an Ockerson topographical 
mapping device, a pair of Lemaire field glasses. Under (d) machinery 
for the Engineer shop has been purchased, including a Universal 
wood worker, a band saw, a hand drill, a power drill, a lathe, a grinder 
head, a grindstone, a blower, and the necessary shafting, belting, and 
pulleys to install the same. 

A stationary engine has been set up in the shop and a boiler in a 
separate building on account of lack of space. The machinery has 
not yet been set up. 

The allotment of $1,000 for the purchase of tools and supplies has 
been used in the purchase of tools and supplies needed for the bat- 
talion equipment. 

On June 8, 1903, an allotment of $1,200 was made for the reproduc- 
tion of the plates in connection with the publication of the Engineer 
Field Manual. An informal contract has been made with L. L. Poates, 
of New York, for this work, to be done at a cost of $360. 

The total expenditures out of the appropriations have been $3,850.03, 
leaving a balance of $849.97 to be turned into the Treasury under this 
appropriation. 



APPENDIX No. 4. 



ENGINEER DEPOT, NEW YORK CITY. 



REPORT OF FIRST LIEUT. EDWARD H. SCHULZ, CORPS OF ENGI- 
NEERS. FOR THE FISCAL YEAR ENDING JUNE 30, 1903. 



United States Engineer Office, 

Room S-7, Army Building, 

New York City, July 14, 1903. 

General: I have the honor to forward herewith, in duplicate, 
annual report of the Engineer Depot, New York City, for the fiscal 
year ending June 30, 1903. 

Very respectfully, your obedient servant, 

Edward H. Schulz, 
First Lieutenant, Corps of Engineers. 

Brig. Gen. G. L. Gillespie, 

Chief of Engineers, IT. S. A. 



ENGINEER DEPOT, NEW YORK CITY. 

The work of this office during the fiscal year consisted in purchasing 
engineering supplies of all kinds for the equipment of engineer troops 
and in the purchase and repair of instruments for use of engineer 
officers in charge of districts, and department and division engineers. 

engineer depot, willets point, n. y. 

The Engineer depot at Willets Point, ST. Y. , was closed on June 30, 
1002, and transferred to Army Building, New York City. All property 
was disposed of by transfer and condemnation. Final returns for the 
YVillets Point depot were rendered December 31, 1902. 

SUBMARINE MINING MATERIAL. 

Such purchases as were authorized by the Chief of Engineers were 
made by this office. 

In accordance with instructions received from the Chief of Engineers 
under date of February 21, 1903, the unexpended balance of funds on 
account of allotments from appropriation for "Torpedoes for Harbor 
Defense," for purchase of submarine mining material, etc. (81,404.06), 
was deposited to the credit of the appropriation. 

eng 1903—45 705 






706 REPORT OF THE CHIEF OF ENGINEERS; U. S. ARMY. 

TEST OF THE ENGELHARDT COLLAPSIBLE LIFE BOAT. 

Under date of December 11, 1902, in compliance with orders from 
the Department, I witnessed a test of the Engelhardt collapsible life 
boat at the New York Navy- Yard, and report thereon was submitted 
to the Chief of Engineers on December 19, 1902. 

ISSUE OF SKETCHING CASES FOR TEST. 

The manufacture of six Bower sketching cases was completed March 
20, 1903, and two issued to each of the three battalions of engineers 
for test. 

The manufacture of six McGregor-Harts sketching boards was com- 
pleted June 29, 1903, and two issued to each of the three battalions 
of engineers for test. 

REPAIR OF INSTRUMENTS. 

Instruments in need of repairs were received at this office and were 
repaired and issued. a 

* ****** 

Total number of instruments repaired and average cost. 



78 transits 

53 levels 

15 sextants... 

5 plane tables 

7 compasses, surveyors' 

11 compasses, prismatic 

2 compasses, square 

1 compass, beam 

3 gradienter s 

5 current meters 

2 tide gauges 

24 level rods 

3 proportional dividers 

1 protractor 

4 boxes drawing instruments 

3 artificial horizons 

1 penta prism range finder . _ 
1 anemometer 

4 chronometers 

4 chains, surveying 

1 spyglass 

2 "watches 

6 barometers 

1 photo shutter.. 



Total cost. 


Average 
cost. 


$3,260.85 


$41.81 


1,132.15 


21.36 


438.15 


29.21 


104. 75 


20.95 


62.00 


8.86 


40.25 


3.66 


2.00 


1.00 


3.25 


3.25 


51.25 


17.08 


93.50 


18.70 


65. 75 


32.88 


154. 75 


6.45 


10. 35 


3.45 


5.50 


5.50 


74.75 


18.69 


21.00 


7.00 


4.75 


4.75 


17.50 


17.50 


246. 30 


61.58 


18.00 


4.50 


7.00 


7.00 


25.25 


12.63 


35.90 


5.98 


1.00 


1.00 


5,875.95 







Supplies to the values stated were issued during the year, as follows : b 

* 

Engineer officer — 

Department of the East. $291. 78 

Department of Texas _ { . _ j 114. 31 

Department of the Lakes 171. 76 

Department of the Missouri . 229. 27 

Department of Dakota . . 506. 07 

Department of the Colorado 11. 53 

Department of California 812. 00 

Post engineer officers 1, 266. 79 



a List of instruments repaired not printed. 
& Lists of supplies not printed. 



APPENDIX 4 ENGINEER DEPOT, NEW YORK CITY. 707 

Engineer officers of districts $46. 20 

First Battalion of Engineers 741 [ \$ 

Third Battalion of Engineers 101. 33 

Engineer Depot, Washington Barracks, D. C 1, 008. 60 

State militia 46. 82 

Balance of United States 589, 07 

Alaska 14. 72 

Cuba /_"_. 19^35 

Porto Rico 12. 00 

Philippine Islands (including Second Battalion of Engineers) . 3, 292* 87 

China 10. 95 



Total 9,286.60 

Total number of articles shipped and aggregate cost. 

17 sets arrows 

1 barometer 

4 Batson sketching cases 

12 books, Beach's Manual of Field Engineering 

6 books, Fiebeger's Fortification 

24 books, memorandum 

12 books, sketch 

6 Bower sketching cases 

16 brushes, camel hair 

2 cameras, photographic 

219 cavalry sketching cases 

5 chains 

1 bottle Chinese white 

24 dozen clips, spring 

1 roll cloth, blue print 

1 roll cloth, Maduro 

115 rolls cloth, tracing 

1 compass, beam 

132 compasses, military 

78 compasses, prismatic 

102 copies blue and brown prints 

6 dozen covers for compasses of cavalry sketching cases. _ 

48 curves 

2 cyclometers t 

14 dividers 

1 drafting machine, Universal 

15 drawing boards 

25 drawing instruments 

36 electric incandescent lamps 

14^- dozen erasers 

1 bottle erasing fluid 

2 fascine chokers 

2 glasses for washing brushes 

320 bottles india ink 

14 sticks india ink 

8 cans ink, Neostyle 

6 tubes ink 

2 ink cups 

4 ink slabs 

48 boxes Kohinoor leads 

6 level vials 

5 boxes Maduro fixing salt . 

2 magnifiers, pocket 

1 mallet 

4 manuals, ponton 

1 map measure 

Material for preservation of torpedoes 

6 McGregor-Harts sketching boards 

19 odometers 

1 oilstone and oil 

1 pantograph 

1,030 rolls paper, blueprint ■.. , 1, 698. 19 



$37.26 


17.60 


105.40 


18.60 


9.00 


9.15 


18.45 


154.00 


2.50 


190. 50 


160. 70 


34.53 


2.25 


4.80 


2.32 


4.40 


831.41 


5.36 


339. 74 


820. 96 


13.29 


7.20 


10.88 


2.00 


16.16 


30.55 


13.52 


146. 60 


7.56 


7.89 


.16 


9.00 


.40 


57.19 


5.60 


18.00 


6.00 


.56 


1.08 


23.04 


13.50 


1.68 


.83 


.35 


4.00 


2.88 


106. 93 


150. 00 


155. 80 


.84 


76.50 



708 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

2 rolls paper, cross-section $15. ^0 

2 rolls paper, profile jj>. 60 

44 rolls paper, drawing 219. 77 

58 rolls paper, Maduro 9? .90 

18 gross paper, portrait 109, ?J 

4 rolls paper, tracing Q oo5 

10 T 7 ¥ quires paper, Whatman's 33.24 

3 quires paper, drawing 1. 50 

\ quire paper, transfer - 40 

1 quire paper, sketching .67 

12 paper weights 7.91 

1 tube paste 1 -r " o? 

3 pedometers 11. 81 

299J dozen pencils 222. 17 

1 dozen pencil holders . • 96 

4 dozen pencil pointers 3. 84 

2i dozen penholders 2. 40 

97 dozen pens (mapping, crow, quill, etc.) 29.27 

15 pens, drawing (road, ruling, swivel, bow, etc) .... 24. 06 

6 Penta prism range finders 81. 60 

125 rolls photo films 200.00 

90 dozen photo plates 117. 78 

Photographic supplies i 74. 12 

19 plumb bobs and lines 33. 93 

32 poles (sighting, ranging, and stadia) 106. 72 

1 box pounce -12 

4 prints, backed 1-50 

28 protractors 60. 43 

1 psychrometer 1-60 

6 dozen rubber bands .54 

7 rulers, parallel 33. 05 

1 ruler, adjustable, curve 2. 30 

2 nests saucers, cabinet .96 

110 scales, triangular, boxwood 55. 11 

1 scale, triangular, metal - 2. 00 

1 scale, apothecaries 6.60 

3 scales, white edge _ _ _ 2. 25 

6 sketching pads . 7. 20 

1 sponge rubber .35 

34 straight edges 49. 18 

1 switchboard 420.00 

6 tack lifters - .96 

12 dozen tacks, solid steel •_ _ _ 7. 68 

249 dozen tacks, thumb 58. 27 

46 tapes 342.60 

500 pieces tape 62. 50 

1 tent, dark, and poles 12. 00 

4 trestles, adjustable 21. 00 

1 transit tripod 8. 50 

123 triangles 96.78 

8 T squares 9. 00 

2 tubes, preserving, for prepared paper ... 5. 00 

2 typewriters 218. 70 

1 stop watch 19. 20 

2 dozen water colors, half pans 3. 84 

1 set water colors ' : 4. 44 

Total ,.. _ 9,286.60 



T 



Money statements. 



I. Torpedoes for Harbor Defense (act March 1, 1901, for " Purchase of 
Submarine Mining Materials, etc."): 

July 1 , 1902. balance unexpended $2, 075. 39 

June 30, 1903, amount expended during fiscal year $671. 33 

February 21, 1903, amount deposited to credit of Treas- 
urer United States 1, 404. 06 

— 2,075.39 



APPEl^DIX 4 ENGINEER DEPOT, NEW YORK CITY. 709 

II. Engineer Equipment of Troops, 1903 (act of June 30, 1902): 

June 30, 1903, total of allotments received $10, 323. 05 

June 30, 1903, amount expended during fiscal year 10, 323. 05 

III. Engineer Equipment of Troops, 1903 (act June 30, 1902, " Purchase 

and Repair of Instruments ") : 

November 7, 1902, amount allotted 625. 00 

June 30, 1903, amount expended during fiscal year 625. 00 

IV. Engineer Depot, 1903: 

1. Act June 30, 1902, for ' k Instruments"— 

July 10, 1902, amount allotted _ 2,500.00 

June 30, 1903, amount expended during fiscal year 2, 500. 00 

2. For "Incidentals" — 

December 4, 1902, amount allotted 416. 69 

June 30, 1903, amount expended during fiscal year 416. 69 

V. Examinations, Surveys, and Contingencies of Rivers and Harbors 

'• Purchase and Repair of Instruments: " 

June 30, 1903, total of allotments received 1, 750. 00 

June 30, 1903, amount expended during fiscal year 1 , 301 . 98 



July 1,1903, balance available 448.02 

VI. Gun and Mortar Batteries (act of June 6, 1902, "'Purchase and 
Repair of Instruments " ) : 

June 30, 1903, total of allotments received ■_ . . 1, 125. 00 

June 30, 1903, amount expended during fiscal year _ 616. 73 



July 1, 1903, balance available 508.27 



APPENDIX B B B. 



:echnical details of engineering methods on FORTIFICATIONS, 

RIVERS AND HARBORS, AND OTHER WORKS. 



FORTIFICATIONS. 



Defenses of the coast of Maine. 

Defenses of Portsmouth, New Hamp- 
shire, and of Boston Harbor, Massa- 
chusetts. 

Defenses of Narragansett Bay, Rhode 
Island. „ 

Defenses at eastern entrance to Long 
Island Sound. 

Defenses of New York Harbor. 

Defenses of Baltimore, Maryland. 

Defenses of Washington, District of 
Columbia. 



8. 
9. 

10. 

11. 

12. 
13. 
14. 

15. 

16. 



Defenses of the coastof North Ca rolina. 

Defenses of the coast of South Caro- 
lina. 

Defenses of the coast of Florida at 
Key West and Tampa. 

Defenses of Mobile, Alabama. 

Defenses of New Orleans, Louisiana. 

Defenses of Galveston, Texas. 

Defenses of San Francisco, California. 

Defenses of the mouth of Columbia 
River, Oregon and Washington. 

Notes on searchlight projectors. 



RIVERS AXD HARBORS. 



L7. Experiments for the destruction of 
the water hyacinth in the waters of 
Florida. 



18. Improvement of Missouri River. 



MISCELLANEOUS. 



.9. Improvement of 
National Park. 



the Yellowstone 



20. Engineer operations in the former 
Department of North Philippines 
and present Department of Luzon. 



General: 



FORTIFICATION WORKS. 
B B B i. 

DEFENSES OF THE COAST OF MAINE. 

[Officer in charge, Maj. S. W. Roessler, Corps of Engineers.] 



* 



* * * * * 

TELEPHONE BOOTHS FOR MORTAR BATTERIES. 

The details of the booth are shown on the drawing. Six such booths 
lave been erected and tested during the August maneuvers of 1903. 

.Local conditions required the booths to be located at variable dis- 
mces from the pits. At one mortar battery, where the pits are deep, 

^° * }l 1Qm - W6r , e located at the f 00t of the rear slope, on the back 

-side oi the pits; the other two were located on the natural surface of the 

ground m rear of the pits and 15 feet above the pit floors. At another 

2371 



2372 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

mortar battery, the pits of which are large and open to the rear, the 
booths were placed on the opposite side of the railroad track. 

The fundamental idea of the design was to transmit ballistic data 
visually. This is done by means of sliding blackboard panels sup- 
ported in an iron frame, one-half of which projects inside, the other 
half outside the booth. As shown on the drawing there are five such 
panels, upon which are written in proper order, beginning at the top- 
most panel, the several distinct portions of the data, as received over 
the telephone or telautograph. By using panels instead of a solid 
board, each bit of information is made available as soon as received. 

To make the whole of the panel board visible from every part of a 
pit, each booth was located off toward one side of the pit, or its walls 
placed oblique to the rear wall of the battery. 

For night service each panel board is illuminated by two electric 
16-candlepower lamps with protecting hood and reflector. 

As shown, the attempt has been made to give light by day through 
skylights. These are of doubtful utility and are difficult to make 
water-tight. 1 should omit them in future constructions. 

The illustration shows two peepholes in one corner of the booth, 
closed by heavy porthole fixtures on the inside. These openings over- 
look every portion of the corresponding pit. During drill and target 
practice a megaphone was placed in one of these openings and the 
data shouted to the pit as soon as it was received, and thus made 
available before it could be written on the panel boards. The latter 
were always used to check the data received through the megaphone. 

The walls, floors, and ceilings were strengthened by bars of steel 
and have developed no cracks during the target practice. 

As far as I have learned the booths gave general satisfaction. 

POROUS HOLLOW-TILE WALLS AND CEILINGS IN 6-INCH BATTERY. 

The walls are 6 inches in thickness and separated by a space of 4 
inches from the adjacent mass of concrete. The bricks in the walls are 
the ordinary 4-duct hollow brick made smooth on the exposed faces and 
scored only on the mortar faces. The roof is of hollow brick known 
under the trade name of " Herculean Arch. " To guard against possi- 
ble leakage through the mass of concrete overhead, the roof is cov- 
ered by a layer of Paroid roofing paper, laid shinglewise, the arch 
being given a slight slope for drainage. 

The order of construction was as follows: Concrete walls first; 
next, the hollow-tile walls; then the herculean arch. The concrete 
overhead is supported on concrete beams strengthened by twisted steel. 

Wherever practicable the 4-inch space around the hollow brick walls 
and ceilings was made to connect through openings with the outside 
air. These openings are permanently closed by iron gratings. 

In addition to the 4-inch air space above referred to there is a 
gallery 2 feet wide extending from one flank to the other around and 
in front of all the rooms of the battery. 

There has been no condensation whatever on the walls, but there 
has been evidence of moisture on the ceiling where the brick were 
hard-burned and not very porous. The arch brick has to be burned 
harder than is desirable in order to give it the desired strength, which 
renders it not so suitable as a lining for magazines as the ordinary 
hollow porous partition brick. On the whole, however, the ceilings 



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APPENDIX B B B TECHNICAL DETAILS. 



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APPENDIX B B B TECHNICAL DETAILS. 2373 

have been satisfactory, as the number of bricks which have shown 
condensation is small. 

POROUS HOLLOW-TILE LINING OF 3-INCH BATTERY. 

This battery has been lined with book tile, medium light in color, 
smooth on the exposed face. The tiles were placed next the concrete 
forms and the concrete rammed in back of them. 

The lining has not been very satisfactory for two reasons; first, the 
tile is too hard and the surface too smooth and impervious. As a 
lining it is much less efficient than the cheaper red hollow partition 
brick used in a number of other emplacements. 

The shape and dimensions of the tile used and the manner in which 
it was placed are illustrated in the drawing. 

LINING USED IN ALL THE ROOMS OF 12-INCH BATTERY. 

The lining is illustrated in the drawing herewith. The walls are 
lined with 2-inch hollow porous brick. The bricks were placed against 
the forms and the concrete rammed in back of them. The vertical 
joints are filled with cement mortar, and the bricks were placed in 
position just ahead of the concrete gang, so that the mortar of the 
concrete should join with the mortar in the joint and form a tongue of 
cement which would hold the bricks firmly in place. No other means 
of holding them against the concrete wall was used. There has been 
no report received of any bricks similarly supported being loosened 
in this or in other batteries by target practice. 

As shown, the ceiling is a metal lath supported on the lower flanges 
of the I beams, with a plastering of very porous mortar. The mortar 
was made in the porportions of 1 barrel of cement to 2 barrels of 
slaked lime. The surface of the plastering was left as rough and por- 
ous as possible. A smooth finish was carefully avoided. 

Both the hollow bricks in the walls and the coarse plastering _ over- 
head have so far been entirely effective in preventing condensation. 

One 12-inch gun emplacement has been similarily lined and has 
shown no condensation, and a similar lining in one emplacement of a 
6-inch battery has been equally satisfactory. Porous hollow tile simi- 
lar to the above were used both on the walls and ceilings of the rooms 
in one traverse of one mortar batter} 7 , but there has been some con- 
densation at times, though not by any means as much as would have 
taken place on a less porous surface. Why there should be condensa- 
tion here and not in other rooms similarly lined is not clear unless the 
tile used should be too hard burned and not sufficiently porous. 

As the age of the battery exercises an influence upon the amount of 
condensation that may take place, it should be stated that the 12-inch 
gun emplacements have undergone their second season's test, the 6-inch 
battery and the mortar battery their third year's test. 

COPPER AND WOOD LININGS OF MAGAZINES IN OLD GUN EMPLACEMENTS. 

The rooms were habitually wet by leakage. A waterproof lining 
next the concrete was therefore necessary to collect this leakage. 
This lining was made of 16-ounce copper, soldered together in the 
shop into as large sheets as could be conveniently handled, the remain- 



2874 REPORT OE THE CHIEF OF ENGINEERS, U. S. ARMY. 

ing joints being soldered after the sheets had been placed in position 
against the concrete walls and arched ceilings. 

To prevent condensation a lining of magnesia lumber in one room 
and of wood in the others was used, the inner lining being supported 
on strips, the latter being secured to the walls by screw bolts. The 
details of the lining are shown on the drawing. In designing the lin- 
ing the idea was to take up as little space as possible, as the rooms 
were already too small to store the desired amount of ammunition. 

Wherever a bolt passed through the copper lining, a washer of felt 
saturated in melted vaseline was placed next the copper to prevent 
leakage. 

A hair-felt inner lining shown on one of the sketches has not been 
tried. 

The leakage through the concrete has been effectively excluded, but 
the wood and magnesia lumber do not prevent condensation. As a 
precaution against condensation this lining is a failure. 
Very respectfully, your obedient servant, 

S. W. Roessler, 
Major, Corps of Engineers, 
Brig. Gen. G. L. Gillespie, 

Chief of Engineers, TJ. B. Army. 



B B B 2. 



DEFENSES OF PORTSMOUTH, NEW HAMPSHIRE, AND BOSTON, MASSA- 
CHUSETTS. 

[Officer in charge, Capt. Harry Taylor, Corps of Engineers.] 

General: 
* * * ... * * * * 

During the winter of 1902-3 the magazines in two 8-inch emplace- 
ments, thirteen 10-inch emplacements, live 12-inch emplacements, and 
one mortar battery were lined for the purpose of endeavoring to pre- 
vent percolation and condensation. The general method which was 
followed in this work was to put in a waterproof lining held in place 
with wood. In the magazines where there was the greatest percola- 
tion the waterproof lining was of copper. In others the waterproof 
lining was of ' 6 Paroid " roofing paper, and in others a combination of 
the two was tried, using copper on the ceiling and "Paroid" on the 
sides. 

In placing the lining in the magazine the general method where cop- 
per was used was to place the planks which were to hold the copper 
ceiling in place on trestles at a convenient height above the floor of 
the magazine — say, about 4 feet. This formed a platform upon which 
the copper could be spread and the sheets soldered together, making a 
perfectly waterproof layer. The copper was also extended down over 
the sides of the planking about 1 foot. After the soldering was com- 
pleted the ceiling was jacked up into place by the aid of jacks placed 
under the wooden planking. It was held in place temporarily by stud- 
ding, the copper for the sides of the room placed and soldered, the 
side sheathing planks placed and joists nailed lengthwise of the room 
to the upper part of the side planking to hold the ceiling in place. 



APPENDIX B B B TECHNICAL DETAILS. 2375 

The temporary studding could then be removed, leaving the room 
clear, only about 2 inches from each side of the room being taken up 
p with the waterproofing. Where " Paroid" was used as a waterproof 
' layer the lining was held in place by means of bolts set in the walls 
and ceiling. Holes were drilled in about 6 inches, bolts set and 
grouted in place. Wooden strips 2 by 4 inches were then fastened to 
the concrete by means of the bolts. The strips which were fastened 
to the top of the room had a thickness of 2 inches at the center and 
a slope of 1 inch to the foot toward the sides of the room. The 
" Paroid r paper was tacked onto the strips in the same manner as 
shingles are put on, so that there were at least two thicknesses of paper 
everywhere. Then tongued and grooved pine, cedar, or California 
redwood was fastened to the strips over the copper, the wooden ceiling 
supporting and holding in place the "Paroid" paper. Where a com- 
bination of the two methods was used the ceiling was worked into 
place in the same manner as described above where all copper was used. 
The plank for the entire side of the room was placed in an inclined 
position, the foot being at the place it was to occupy when finally 
fitted. The "Paroid " paper was then shingled onto the outside of the 
planking, the planking tipped up into its place as a whole, and joists 
nailed lengthwise of the room to support the ceiling in the same 
manner as where copper was used on the outside. In both methods 
where copper was used the planking was 2 inches thick. Where the 
"Paroid'' was used the tongued and grooved ceiling was the regular 
seven-eighths-inch thickness. 

It was originally intended to line the inside of the sheathing with 
nonconducting material and one magazine was lined with magnesia 
lumber, one with "Transite," which is a material similar to the mag- 
nesia lumber, and a third with asbestos millboard. As this work was 
not completed until late in the spring, and up to that time the results 
as far as could be observed were quite satisfactory with the wood 
lining alone, and as the cost of the nonconducting lining was con- 
siderable, this lining was omitted from the other magazines. 

An experiment was also tried with lining one magazine in which there 
was no percolation with sheet cork to prevent condensation. In this 
case the cork was stuck directly to the concrete. It was done under 
informal agreement with the conrpairy that sold the cork, the agree- 
ment containing a guaranty- that the cork should be fastened to the 
wall satisfactorily and any that came off within one year was to be 
replaced by the company without cost to the United States. 

In some of the new works which have been built during the past 
two years the magazines have been lined with a special porous brick, 
known as "Shawnee" brick, and in another case a battery has been 
lined throughout with hollow tile of special form. 

Observations have been made from time to time throughout the 
summer of the results obtained by the work above described. In all 
cases where the copper was used percolation has been absolutely pre- 
vented. In two or three cases in which the "Paroid" paper was used 
it has evidently become punctured and small leaks have developed. 
These leaks, however, are hardly noticeable. Where the magazines 
have been kept tightly closed no condensation has been observed, but 
where the magazine has been opened irregularly or left open all of the 
time, as has been the case in some of them, there has been consid- 
erable condensation upon the w r ooden linings. 



2376 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

During the month of July, 1903, the weather has been at times 
extremely hot and the relative humidity has been very high. Inspec- 
tions have been made particularly to observe the results of the linings, 
and the results in detail are as follows: 

SITE no. 1. 

Inspection made July 6, 1903. The magazines in these emplace- 
ments have copper on the ceiling and "Paroid" on the walls. 

Magazine No. 1. — No dampness in this room, but there was evidence 
that water had at some time come in under the lining of the walls. 
There was no evidence of any leak of walls or ceiling. The walls and 
ceiling felt dry. The door was closed and locked. The adjacent 
rooms were damp with water on the floors and condensation on the 
walls. 

Magazines Nos. 2 and 3. — The magazines felt cool and damp. Walls 
and ceilings damp. A film of water covered more than one-half of 
the floor surface. No evidence of leakage in the walls and ceilings. 
Water evidently came in under the side lining. Doors were closed. 
Adjacent rooms were damp, with more or less water on the floors. 

site no. 2. 

Inspection made July 6, 1903. Magazines have copper on the ceiling 
and "Paroid" paper on the walls. 

Magazine No. 1. — The room was cool and damp. A film of water 
covered the whole floor surface. The ceiling and walls were damp. 
The door of the magazine was open, and it was reported that it had 
been kept open. Adjacent rooms were damp. 

Magazine No. #.• — Magazine was dry. The ceiling and walls felt dry 
and warm. There was no evidence of any water in the room or hav- 
ing been in the room. The doors of the magazine were closed and 
had been kept closed. There was a quantuVy of powder stored in the 
room. The adjacent rooms were cool and damp. 

site no. 3. 

Inspection made July 10, 1903. 

Magazine No. 1. — Lining of 16-ounce copper held in place b}^ plank- 
ing, a floor of hard pine, two thicknesses, seven-eighths inch each, with 
an asbestos millboard layer between the two thicknesses. Walls and 
ceiling of room dripping with condensation. Door of magazine and 
outside doors of emplacements open. Rooms and galleries in the 
vicinity of the magazine were dripping with condensation. Water 
was standing in shallow pools on the floors. 

Magazine No. #. — Lining and floor the same as magazine No. 1, with 
the addition of a liningk)f magnesia lumber on walls and ceiling inside 
of the planking. No condensation was visible in this room, except on 
the electric-light fittings. The door of the magazine was open, the 
outside door closed. Rooms and passages in the vicinity of the maga- 
zine dripping with condensation and floors very wet. 

Magazine No. 3.— Lining and floor the same as No. 2, except that the 
"Transite" was used in place of magnesia lumber for the inside lining. 
The door of the magazine was closed; outside doors closed. This room 



APPENDIX B B B TECHNICAL DETAILS. 2377 

was perfectly diy. It had not been used by the artillery, and cement 
for certain work in progress b}? r the Engineer Department in the vicin- 
ity of the battery had been stored in the magazine for some time. 
Cobwebs in various parts of the room were plainly marked by cement 
dust winch had settled on them. There was no condensation visible 
anywhere and no signs of there having been any at any time during 
the summer. 

Magazine Wo. 4- — Lining and floor the same as No. 3, except that 
asbestos millboard was used in place of the "Transite" for the inside 
lining. The millboard felt damp and had swollen some, indicating 
that it had absorbed moisture, but there was no moisture standing any- 
where in the room, except a little condensation on the electric-light 
fittings. Door of the magazine was closed, outside doors in the 
vicinity closed. Rooms and passages in the vicinity dripping with 
condensation. 

Magazine in single 10-inch emplacement. — Lining of " Paroid " paper 
held in place by planking. In this magazine the "Paroid" paper was 
applied in the same manner as the copper in the other magazines, not 
as the " Paroid" paper was in the other magazines as described in the 
general statement above. The magazine was dripping with condensa- 
tion and the planking appeared discolored and swollen from the effects 
of the water condensed upon it. Condensation was much worse in this 
magazine than in any other lined magazine. It is believed that this is 
partly due to the fact that this magazine is surrounded by a heavier 
mass of concrete than any other. The outside door of the passage 
leading to the magazine was closed, but the door to the magazine was 
open. All of the rooms and passages in the vicinity of the magazine 
were dripping with condensation, and the floors were covered with 
water, which stood in shallow pools. 

At the time the inspection was made at this fort the thermometer 
was in the vicinity of 95°. A tremendous difference in temperature 
was noticed in passing from the outer air into the magazines, especially 
into that in the single 10-inch emplacement. It felt as though there 
was at least 10 or 50° difference in temperature between the outside 
air and the air in this battery. An inspection of the magazines at this 
fort was made again on July 30, 1903. On the latter date the temper- 
ature was not quite as high as it was at the date of the first inspection 
and the amount of condensation was not quite as great, but the general 
conditions were practically the same as reported above, only in a lesser 
degree. 

site no. 4. 

Inspection made July 30, 1903. All of the magazines in these 
emplacements are lined with copper, held in place with planking, and 
have double-thickness wood floors, but have no lining inside of the 
planking. 

Magazine No. 1. — The walls and ceiling felt cool and more or less 
damp, and there was a little condensation noticeable, but not much. 
The door of this magazine has been kept closed throughout the sum- 
mer, but the outside door of the passage has, as a rule, been left open. 
The rooms and passages in the vicinity of this magazine were dripping 
with condensation and percolation. 

Magazine No. 2. — The ceiling and walls of this room were gener- 



2378 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

ally fairly dry, but a streak of condensation on the ceiling the width 
of the door extended from the door across the length of the room and 
part way down the end wall. A close examination indicated that 
there was an opening about one-half inch wide between the door and 
the lintel, and apparently the warm air from the outside passed over 
the door, crossed the room, passed down the end of the room, and 
crossed the floor out under the door. Moisture was deposited from 
this warm current of air as it passed along the ceiling until it reached 
the wall at the end of the magazine opposite the door, by which time 
the moisture had been nearly all extracted from it. The condensation 
on the end wall gradually decreased from the top until near the floor 
it disappeared. In the magazine were a number of charges of powder 
in metal cases. Those cases which were piled immediately in front of 
the door under the damp streak on the ceiling were covered with con- 
densation, while on those that were piled up at one side of the room 
no condensation was visible. The door of this magazine has been kept 
closed, but the outside doors have been generally left open. Rooms 
and passages in the vicinity of this magazine were dripping with con- 
densation and percolation. 

Magazine No. 3. — This magazine was warm and dry, and the plank 
lining appeared bright and without the slightest sign of discoloration, 
indicating that there has been no condensation in the room at any time 
during the summer. The door of this magazine has been kept closed. 
In the passageway in its vicinity was stored a miscellaneous assort- 
ment of paint, brushes, etc., belonging to the artillery, and all the 
doors in the vicinity had been kept closed and locked at all times dur- 
ing the summer. There was some condensation in the rooms and pas- 
sages in the vicinity of the magazine, but not nearly to the same extent 
as in the others in this battery. 

Magazine No. 1^. — Magazine felt cool, but there was no condensation 
visible on the walls or ceiling, but there was a little discoloration of 
the planking, indicating that there had been some condensation. Dur- 
ing the short time that the magazine was opened for the inspection 
condensation began to appear upon the electric-light fittings, where 
there was none when the magazine was first entered. The door of this 
magazine has been kept closed, but the outer doors have been part of 
the time opened and part of the time closed. 

Magazine No. 5. — The conditions here were practically the same as 
in magazine No. 4. Condensation was visible on the knots, and pitchy, 
hard places on the planking. 

SITE no. 5. 

Inspection made July 10, 1903. One magazine in the old mortar 
battery lined with "Paroid" paper held in place with tongued and 
grooved sheathing. No wooden floor was laid in this magazine. Con- 
densation appeared in spots, but was not very heavy. The sheathing 
had swollen in some places, indicating that it had absorbed considerable 
water. The door of the magazine was closed at the time of the inspec- 
tion, but had been left open a considerable part of the time during the 
summer. The passageways in the vicinit}^ of the magazine were open 
to the weather, being without doors, and these were dripping with 
condensation. 



APPENDIX B B B TECHNICAL DETAILS. 2379 

SITE NO. 6. 

Inspection made July 30, 1903. Two magazines lined with ' ' Paroid " 
paper, tongued and grooved sheathing, with double-thickness wooden 
floors. Magazines were fairly dry. Evidences of slight condensation 
were visible. The floors had noticeably swollen. By lifting up a trap 
left in floor for the purpose of getting at the drains considerably water 
could be seen under one of the floors running into the drain, indicating 
percolation through the concrete on to the waterproof layer. In the 
other magazine no water was visible under the floor. The doors of 
the magazines were closed and locked. The doors of theoutside rooms 
and passages were closed. Considerable condensation in the outside 
rooms and passages. 

SITE no. 7. 

Inspection made August 5, 1903. Three magazines lined with 
"Paroid" paper, tongued and grooved sheathing, and double thickness 
wooden floors. The sheathing in two of the magazines is hard pine 
and in the third of cedar. Other conditions are identical. 

In the magazines lined with hard pine the lining was covered with 
mold, indicating condensation. In the magazine lined with cedar the 
lining was as bright as when first put in, showing that there had been 
no condensation in this magazine at any time during the summer. In 
this magazine the door frames were of hard pine, and these were cov- 
ered with mold the same as the lining in the other two magazines. 
The doors of the magazines were closed. The outside doors were closed 
at time of inspection, but not locked. 

SITE NO. 8. 

Inspection made August 4, 1903. One magazine lined with sheet 
cork stuck directly to the wall. Considerable of the cork lining, has 
come off and the company is taking steps to replace it. The cork was 
stuck to the walls with a special preparation of asphaltum. That which 
has come off appears as if the asphaltum was allowed to cool before the 
cork was firmly in place, but sheets of cork are now coming off which 
two months ago were apparently well fastened. There was no perco- 
lation in this battery. The cork lining was covered with condensation, 
was moldy, and much discolored. The door of the magazine was open, 
outside passage doors closed. Other rooms and passages in the vicinity 
of the magazine were covered with condensation. In another maga- 
zine in this same battery the conditions were identical with the one 
which was lined with cork except that there was no lining in it. The 
door of this magazine has been kept closed and locked all summer, 
probably not having been opened at all before the inspection was made. 
This magazine was perfectly dry and there were no evidences of con- 
densation having taken place in it at any time during the summer. 
The gallery immediately outside of the door of this magazine was 
quite wet with condensation, but the balance of the rooms and passages 
of this emplacement were dry. 

site no. 9. 

The emplacements at this locality are lined throughout with a special 
form of hollow book tile. The floors of the rooms slope from the 
center to the sides, and around the sides of every room are gutters 



2380 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

at least 3 inches wide and 2 or more inches deep. The tile are 
placed so that the hollows are on end, and the gutter in the rooms 
extends under the tiling so that the air has access to hollows in the 
tile, and precautions were taken to insure the air spaces of the tile on 
the sides of the rooms having connection with the air space of the tile 
of the ceiling. 

The construction of these emplacements is not quite completed and 
has been in progress during the summer. Workmen have been pass- 
ing in and out of the rooms as often as necessary and no special pre- 
cautions have been taken to keep the doors closed. In the early spring 
during one unseasonably hot spell, when the relative humidity was 
high, slight condensation was noticed on a few of the hardest burned 
tile, but at no other time has there been the slightest sign of condensa- 
tion anywhere in the battery and there has never been a drop of 
percolation. In other words, up to the present time this battery is 
perfectly dry, both as regards percolation and condensation. 

NEW MORTAR BATTERY AT SITE NO. 5. 

The magazines in this battery were lined with a porous brick known 
as ' ' Shawnee " brick. This brick is a light buif color and absorbs water 
like blotting paper. No condensation has been noticed on the walls or 
ceilings of the magazines which have this lining. The doors of these 
ro'oms have not yet been placed. On one occasion, viz, July 30, 1903, 
when the inspection was made, the direction of the wind was such that 
a very noticeable current of air circulated through the magazines. In 
the other parts of the battery where there was no brick lining there 
was more or less condensation. The floors of the magazine were also 
quite damp. 

The magazines for two 6-inch emplacements at this locality and two 
6-inch emplacements at site No. 8 have also been lined with this " Shaw- 
nee " brick. No condensation has been observed on the brick in these 
emplacements. Wherever mortar shows between the bricks and 
around the electric-light fixtures condensation has been observed at 
various times. 

The conclusions to be drawn from the experiments and observations 
detailed above are that it is perfectly possible to prevent water per- 
colating the concrete from entering the magazines, and that condensa- 
tion may be prevented if the doors are kept closed during condensing 
weather, but if the doors are not kept closed condensation must be 
expected; the magazines lined with " Transite " and "Magnesia lum- 
ber " are freer from condensation than those in which wood alone is 
used; book tiling placed as described is fairly free from condensation 
and "Shawnee" brick apparently entirely free. Of all the linings 
experimented with, " Shawnee "' brick appears to be the best for use 
in new batteries; it is, however, the most expensive method of lining 
of all those described. ( 

A general summary of the cost of lining the magazines in Boston 
Harbor in detail and an itemized cost of lining each magazine is as 
follows: 

SITE no. 3. 

These magazines (four) were lined with 16-ounce copper and 2-inch 
hard-pine planks. 

Double floors were laid of seventh-eighths inch hard-pine flooring, 
with one-fourth inch asbestos mill board between. 



APPENDIX B B B TECHNICAL DETAILS. 



2381 



Magazine 
No. 1. 



alls and ceiling: 

Lumber 

Magnesia building lumber 

Transits board 

Asbestos mih board 

Nails and gasoline 

Carpenters 

Copper 

Solder, acid, and rent of brake machine 
Coppersmiths and helper 



Total. 



ouble floors: 

Lumber 

Asbestos 

Nails and gasoline 

Carbolineum 

Carpenters 



Total. 



$75. 58 



4.65 

85.07 

112. 55 

8.55 

87.25 



373. 65 



20.77 
4.81 
2.20 
4.81 

15.30 



Magazine 

No. 2. 



Magazine 
No. 3. 



$59. 66 
153. 50 



4.38 

97.16 

135. 86 

8.17 

68.89 



527. 62 



20.77 
4.82 
2.00 
4.82 

16.61 



47.89 



Total for walls, ceiling, and floors. 



421. 54 



49.02 



576. 64 



$87.52 
132."66 



8.55 
98.75 

196. 83 
16.84 

101. 02 



641. 51 



41.53 
9.63 
7.00 
9.63 

18.36 



15 



Magazine 
No. 4. 



$79. 56 



40.00 

8.30 

110. 71 

184. 76 

16. 64 

91.84 



531. 81 



38.03 
8.82 
6.00 
8.82 

17.55 



79.22 



727. 66 



611. 03 



The magazine of the single 10-inch emplacement was lined with 
Paroid " paper (two layers) and seven-eighths-inch redwood sheathing. 
Double floors were laid of seven-eighths-inch hard-pine flooring, with 
ne-fourth inch asbestos mill board between. 

/"alls and ceiling: 

Paroid paper r $15.00 

Parine cement _ 12. 15 

Lumber 65 15 

Nails and gasoline 4] 75 

Carpenters (labor) 76! 82 

Total 173.87 

mble floors: 

Lumber 20 99 

Asbestos 4 75 

Nails and gasoline 3' 00 

Carbolineum 4' 80 

Carpenters 17 00 

50.54 
Total for walls, ceiling, and double floor 224. 41 

SITE NO. 4. 

These magazines (Eve) were lined with 12-ounce copper and 2-inch 
ird-pine planks. 

Double floors were laid of seven-eighths-inch flooring, with one- 
>urth inch asbestos mill board between. 



falls, ceiling, and floor: 

Lumber 

Asbestos " 

Carbolineum .[[[ 

Nails and gasoline " 

Carpenters (labor) 

Copper 

Solder and acid \\ 

Coppersmiths and helper (labor) 

Total 



Magazine 
No. 1. 



$70. 25 

4.92 

6.90 

2.29 

52. 85 

116. 03 

6.94 

78.38 



Magazine 

No. 2. 



$70. 25 

4.93 

6.90 

2.29 

56.04 

116. 02 

6.94 

86.12 



338. 56 



349. 49 



Magazine 
No. 3. 



$70. 25 

4.93 

6.90 

2.29 

37.16 

116. 03 

6.94 

81.25 



325. 75 



Magazine 
No. 4. 



$81. 60 

9.31 

12.14 

4.28 

48.23 

133. 20 

7.47 

91.00 



387. 23 



Magazine 
No. 5. 



$81. 60 

9.31 

12.15 

4.28 

56.06 

133. 21 

7.46 

69.25 



373. 32 



2382 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

SITE NO. 5. 

This magazine was lined with u Paroid" paper (two layers) and 
seven-eighths-inch redwood sheathing. 

No wood floors were laid, as the concrete pavement had ]ust been 
taken up and relaid. 

Walls and ceiling: ^ ^~ 

BoltS - - - ; - - - -I -i a' C7 

Drilling for and setting bolts (labor) 75 00 

Paroid paper g' 50 

Parine cement 12 50 

Carbolineum 284 75 



Lumber 



8.50 



Nails and gasoline - -^ 32 

Carpenters (labor) - 



Total 



618. 89 



SITE NO. 6. 

These magazines (two) were lined with Paroid paper (two layers) 
and seven-eighths-inch redwood sheathing. . 

Doable floors were laid of seven-eighths-inch hard-pine flooring, 
with one-fourth-inch asbestos millboard between. 



Walls and ceiling: 

Bolts -.---;- -,-.-" n'L" V 

Drilling for and setting bolts (labor) 

Paroid paper 

Parine cement 

Lumber 

Nails and gasoline 

Carpenters (labor) 



Total. 



Double floors: 

Lumber 

Asbestos 

Nails and gasoline 
Carpenters (labor) 



Total 

Total for walls, ceiling, and floor. 



Magazine 

No.l. 



$5.39 

155. 60 

37.50 

6.92 

135. 62 

6.36 

88.10 



Magazine 
No. 2. 



435. 49 



84.33 

15.24 

3.00 

41.00 



143. 57 



579. 06 



85.38 

140. 67 

37.50 

6.92 

135. 63 

6.36 

67.28 



399. 74 



84.32 

15. 24 

3.00 

41.00 

143. 56 



543.30 



SITE NO. 7. 

These magazines were lined with Paroid paper (two layers) and seveii 

d Ort^^bid of seven-eighths-inch flooring, with one- 
fourth-inch asbestos millboard between. 

1 




End Elevation- Shewing Ceiling Be fore Being Ra/sed to Place. 
The plank ceiling, which consists of S" pine plank, was made Up 
first, then the sheet- copper pat on and soldered and finally the 
completed ceiling lifted ft place by means of jacks. 



FOMT CONSTITUTION, N.H. 

SKETCH SHOWING 

METHOD OF LINING MAGAZINES. 

Sco/e t'Ain. ..« lift 



l/\5. £nf/ntxr Office, Bba+on, Motas. 
August, A?,. J903. 
f?eaj*ecrfuS/ii ' fvr-nxrrefecf te fhs CJ?ie:f af Engineers 
tr/fh ietter- of / his 4&f*. 



Caphr/nj, Corps of £*£'> 



i/nemr-s 



Bng 58 1 




- Side Elevation Showing Lining in Place 



End Fleva tion Showing Ceiling After Being: f?a, 
to Place and Method of Building Sides. 

The ceiling at ter being lifted ti ptai 
frint pins in the n 




- End Elevation Shewing Ceiling Be >'ore Being Reited te Piece. - 

The plonk cefliny, whtch consists of £' pine plonk, was made up 
■first, then < the sheer- cupper put en una aoiaeted ena finally the 
com plittacettin fit tfra I, place t> r means et jaekt. 



FORT CONSTITUTION. N.H. 

SKETCH SHOWING 

METHOD" OF LINING: MAGAZINES. 

Sca/g %//*-//& 



t while the Si'Oea are being built ana placed. 



U S-Enfinccr Office, Beaten, Mer*3. 
stujuet, 13.. 1903. 

■ - f to tjhm C/tief ef Engmn 



CapAwin, derjfa of Engin 






/ 



APPENDIX B P P TECHNICAL DETAILS. 



^:\s:\ 



Walls and ceiling: 

Bolts 

Drilling for and setting bolts (labor) 

Paroid paper 

Parine cement 

Lumber 

Nails and gasoline 

Carpenters (labor) 

Total 

Double floors: 

Lumber 

Asbestos 

Nails and gasoline 

Carpenters (labor) 

Total 

Total for walls, ceiling, and floor.. 



Magazine 
No. 1. 



115.00 

37.50 
4.32 

121.5*; 

6.86 
98.39 



391. 52 



74.74 
9.65 
3.43 

43.54 



Magazine 

.2. 



101. 33 

37.60 

4.32 

121.5t! 

<;. 86 
96. 45 



375. 91 



131. 36 



522.88 



74.71 
9.65 
3.43 

17. 4<S 



Magazine 

No. 3. 



$7.89 

75. 67 
37.50 

121.57 

6. 86 

91.61 



315.42 



71.71 
9.65 

3. 13 

48. 06 



135. 30 



511. 21 



135. 88 



481.30 



Area of walls and ceiling covered for each magazine, 1,352 square feet. 
Area of double floors covered for each magazine, 526 square feet. 



GENERAL STATEMENT OF COST OF LINING MAGAZINES, BOSTON HARBOR, 

MASS., WINTER OF 1902-3. 

The following magazines were lined with 2 by 4 inch strips bolted 
to walls and ceilings, 2 by tt inch foundation for floors, two layers of 
Paroid paper, seven- eighths-inch sheathing, and double floors of seven- 
eighths-inch hard pine and asbestos: 



Site Xo. 7: 

Magazine Xo. 1 

Magazine Xo. 2 

Magazine Xo. 3 

Site Xo. 3: Magazine 

Site Xo. 6: 

Magazine Xo. 1 

Magazine Xo. 2 

Site Xo. 5: Magazine 



Walls and ceiling. 



Cost. 



Area 
cov- 
ered. 



$391. 52 
375. 91 
345. 42 
173. 87 

435. 49 
399. 74 
618. S9 



Sq.ft. 

1,352 

1,352 

1,352 

529 

1,394 
1,394 
2,469 



Double floors. 



Cost 




Area 


per 


Cost. 


cov- 


square 
foot. 




ered. 



Cost 

per 

square 

foot. 



.2896 
.2780 
.2555 
.3287 

.3124 
.2867 
.2507 





Sq.ft. 


$131. 36 


526 


135. 30 


526 


135.88 


526 


50. 54 


160 


143. 57 


552 


143.56 


552 


(a) 


(«) 



80. 2497 
.2572 
.2583 
. 3159 

.2601 
.2601 
(a) 



Cost of 
walls, 
ceil- 
ings, 
and 
double 
floors. 



$522. 88 
511. 21 
481. 30 
224. 41 

579. 06 
543.30 



Area 

of 
floor. 



Sq.ft. 

526 
526 
526 
160 

552 
552 



Cost 

per 

square 

foot of 

floor. 



$0. 9940 

.9719 

.9150 

1. 4025 

1. 0490 
.9842 



aXot laid. 



The following magazines were lined with 12-ounce copper, 2-inch 
lard pine, double floor of seven-eighths-inch hard pine and asbestos: 



Site Xo. 4: 

Magazine Xo. 1 
Magazine Xo. 2 
Magazine Xo. 3 
Magazine Xo. 4 
Magazine No. 5 



Cost of 
walls, ceil- 
ings, and| 
double 
floors. 



S33S. 56 
349. 49 
325. 75 
387. 23 
373. 32 



Area of 
floor. 






ft- 

220 

220 

220 

270 

270 



Cost per 

square 

foot of 

floor. 



SI. 5389 
1.5882 
1. 4807 
1.4342 
1.3826 



2384 REPORT OF THE CHIEF OP ENGINEERS, U. S. ARMY. 

The following magazines were lined with 16-ounce copper, 2-inch 
hard pine, double floor of seven-eighths-inch hard pine and asbestos: 



Site No. 3: 

Magazine No. 1 

Magazine No. 2 

Magazine No. 3 

Magazine No. 4 



Walls and ceilings. 


Double floors. 


Cost of 
walls, 


















Cost. 


Area 
cov- 


Cost 
per 


Cost. 


Area 
cov- 


Cost 
per 


ceil- 
ings, 
and 


Area of 
floor. 




ered. 


square 
foot. 




ered. 


square 
foot. 


double 
floors. 






Sq.ft. 






Sq.ft. 






Sq.ft. 


$373.65 


570 


$ 0. 6555 


$47. 89 


220 


$0. 2177 


$421.54 


220 


374. 12 


688 


.5438 


49.02 


220 


.2228 


a423.14 


220 


509.51 


997 


. 5110 


86.15 


314 


.2744 


a595. 66 


314 


491. 81 


936 


.5254 


79.22 


293 


.2704 


o571. 03 


293 



Cost 

per 

square 

foot of 

floor. 



$1. 9161 
1. 9232 
1.8968 
1. 9489 



a Exclusive of cost of lining inside of wood. 



Very respectfully, your obedient servant, 

Harry Taylor, 

Captain, Corps of Engineers. 
Brig. Gen. G. L. Gillespie, 

Chief of Engineers, U. S. A. 



B B B 3. 

DEFENSES OF NARRAGANSETT BAY, RHODE ISLAND. 

i 

[Officers in charge, Maj. G. W. Goethals and Capt. C. E. Gillette, Corps of Engineers.] 

General: 

* * * * * * * 

PREPARATION OF FOUNDATION FOR A 3-INCH BATTERY. 

The 3-inch gun battery is located on low ground, the surface being 
a few feet only above high tide. A test pit, sunk at the proposed site, 
showed 4 feet of very fine sand above the water line, followed by 3 
feet of saturated sand, ordinarily designated as quicksand. The total 
depth of the test pit was 20 feet, the remaining 13 feet being a bog 
composed of soft, saturated mud mixed with decayed moss and other 
vegetable matter. The nature of the underlying material having been 
ascertained, a second pit was excavated 4 feet deep, to the surface of 
the saturated sand. In the latter a 12 by 12 inch timber was placed 
on end and loaded with 2,000 pounds, including the weight of the 
timber. Under this condition of loading frequent observations were 
taken with a level, and a total settlement of one-eighth of an inch noted. 
When the settlement was no longer appreciable the load was increased 
to 2,500 pounds, and a further settlement of one-fourth of an inch 
took place, making a v total of three-eighths of an inch. The maxi- 
mum load to be sustained by the foundation is 1,900 pounds per 
square foot over a comparatively small area where the concrete 
extends in a solid mass from the foundation to the superior slope. 
For a greater portion of the battery the load is 1,500 pounds or 
less per square foot. In preparing the foundation a sufficient area 
was excavated to provide for a uniformly distributed load of 1,600 
pounds per square foot, the area required being approximately 3 



APPENDIX B B B TECHNICAL DETAILS. 2385 

f eet larger in length and breadth than the area actually occupied by 
the base of the battery. The site was excavated to within 6 inches 
of the saturated sand and entirely surrounded with double-lapped 
sheet piling, driven to a depth of 10 feet. The object of the sheet 
piling is to prevent the underlying semiliquid material from spread- 
ing should trenches or other excavations be made near the battery 
at a future date. The entire excavated area was covered with 18 
inches of stone, broken, taken from the excavation for another bat- 
tery in the vicinity, and ranging in size from one-half of a cubic foot 
down, the whole being well rammed into place. A 6-inch layer of 
concrete was placed on top of the broken stone, with pieces of old 
railroad iron laid in the concrete in such a manner as to distribute the 
loading uniformly, or practically so. The top of the sheet piling was 
cut off level with the surface of the concrete foundation. No sub- 
drainage was provided and the drainage of the battery, through the 
air spaces, has been kept above the foundation. The battery has been 
practically completed, waiting for guns only, for the past three 
months, and to the present time there has been no settlement and no 
cracks are apparent. The foundation, including sheet piling, broken 
stone, and concrete in place, cost 41 cents per square foot of area 
covered. 

LINING FOR MAGAZINES. 

Magnesia lumber. — In compliance with instructions issued by the 
Chief of Engineers in an indorsement dated July 30, 1902, on a letter 
from Col. Peter C. Hains, Corps of Engineers, of* July 22, 1902, one 
of the magazines of a mortar battery has been lined with magnesia 
lumber as an experiment. The room was thoroughly dried and the 
side walls cleaned with steel brushes; a heavy coat of bitumen and tar 
was then applied and thoroughly rubbed in. A second coat was also 
applied to the walls for a distance of 2 feet from the floor. The walls 
were marked and drilled for inserting wooden plugs for fastening the 
lining. Two thicknesses of tarred paper, well lapped, were placed 
between the wall and the magnesia boards, and the whole securely 
fastened by five 1^-inch brass screws to each sheet of magnesia lum- 
ber, the sheets being 3 feet 9 inches by 3 feet 9 inches in size. On the 
ceiling a wooden framework was fastened to the angle irons support- 
ing the sheet-copper roof, and the magnesia lumber fastened to the 
framework with l^-inch copper tacks. After completion the magnesia 
lumber was painted with two coats of "Gypsine," followed by one 
coat of " cold-water paint. " The floors were relaid with concrete and 
given ample pitch toward the drains. Before the lining was put in 
the magazine was dripping wet at times; subsequently there has been 
no condensation, the magazine being perfectly dry, with the exception 
of a slight indication of moisture near the bottom of the wall toward 
the heavy mass of concrete. Here under favorable atmospheric con- 
ditions a portion of the lining, about 5 inches square in area, is slightly 
discolored and feels damp; no moisture, however, appears on the sur- 
face. On the whole, the condition of the magazine is greatly improved 
and the result satisfactory. 

Compressed cork. — A second magazine of the same battery has been 
lined with compressed-cork board as an experiment, and by direction 
of the Chief of Engineers, indorsement of September 11, 1902, on let- 
ter from Capt. Harry Taylor, Corps of Engineers, dated August 13, 

eng 1903 150 



2386 REPORT OF THE CHIEE OF ENGINEERS, U. S. ARMY. 

1902. This magazine was treated and lined in the same manner as 
the magazine described above, except that cork boards were used 
instead of magnesia lumber, and the cork was painted with three 
coats of u cold-water paint." The cork boards were 9 by 36 inches by 
one-fourth inch and were put on in vertical strips, the longer sides 
being vertical. The cork lining has proven very unsatisfactory; the 
sheets sag out or bulge between the fastenings, leaving in some 
instances an open joint. This may be rectified by fastening half-round 
wooden molding over the joints. In addition, however, the cork has 
molded, having a fungous growth in many places and brown blotches 
in others, so that the surface presents a mottled, unsightly appearance, 
accompanied by an extremely disagreeable odor. The molding is 
manifestly due to an ingredient of the "cold-water paint," as wooden 
strips and terra-cotta tiles that were painted with it have molded simi- 
lar to the cork. During periods of excessive humidity the ' ' cold-water 
paint" has an offensive odor like that of sizing, and it has not given 
satisfactory results under any of the various conditions to which it 
has been subjected in this district. 

Linings in general. — During the past year, in addition to the linings 
described above, book tiles and white absorbent bricks have been 
used. The book tiles are 12 by 18 inches, and it is impossible to lay 
them in the walls neatly because a large proportion of them are 
warped and irregular in size. Condensation has taken place on them 
at times, and in many cases the tiles have become discolored from 
dampness in the adjacent concrete. The most satisfactory lining used 
is the white bricks. The bricks are regular in size and color and may 
be laid neatly, with one-eighth-inch joints or less, by using a mixture of 
lime and cement mortar. The bricks have shown no condensation as yet 
and have retained a uniform color. In all side walls the white brick has 
been backed up with one course of common brick, and in case of walls 
2 feet or less thick the entire wall is built of brick. 

Cost of lining in place. 

Per sq. foot. 

Cork boards, 9 by 36 inches by one-fourth inch $0. 19 

Magnesia boards, 3 feet 9 inches by 3 feet 9 inches bv one-fourth inch .29 

Book tiles, 12 by 18 by 3 inches I - - - 27 

White brick, backed by one course common brick, 8-inch wall 33 

White brick, backed by three courses common brick, 18-inch wall 55 

White brick, backed by five courses common brick, 24-inch wall 76 

In the above statement the cost of concrete saved by using brick 
has been deducted in obtaining the cost per square foot of brick lining. 
The white brick cost $46.50 per thousand laid in place, and the 
common brick $25.50. 

Painting concrete. — Having experienced some difficulty in making 
paint adhere to the concrete of the superior slopes, the following 
method of painting has been adopted, and has resulted so far in a coat- 
ing that is adhesive and also retains a uniform color, somewhat lighter, 
however, than when applied. The superior slopes of all recently 
constructed batteries have been carefully troweled so as to produce a 
hard smooth surface similar to granolithic sidewalks. Immediately 
before the paint is to be applied the concrete is given two coats of the 
Sylvester process, applied as follows: The concrete surface being dry. 
a soap wash, composed of three-fourths of a pound of Castile soap 
shaved and dissolved in 1 gallon of water, is applied at boiling heat, 



APPENDIX B B B TECHNICAL DETAILS. 2387 

with a flat brush, care being' exercised not to produce a froth. After 
allowing twenty -four hours for the above to dry, a coating of one-half 
a pound of alum dissolved in four gallons of water is applied in like 
maimer, except that the temperature of the latter should be between 
60° and 70°. Second coats of soap and alum are similarly applied at 
24-hour intervals. For painting, asbestos green paint was used. The 
paint is strained and mixed with neat cement and in small quantities as 
needed, the proportions being 1 quart of cement to 1 gallon of paint. 
The mixture must be thoroughly stirred in the beginning, also during 
use, to prevent the cement from settling. Two coats of the paint and 
cement mixture were laid on and well rubbed in with a large flat brush. 
The cement seems to act as a binder, at the same time giving body to 
the paint and absorbing the excess of oil, which in several instances 
where applied alone seems to have been injurious to the concrete finish. 
Very respectfully, 

Cassius E. Gillette, 
Captain of Engineers, TJ. S. Army. 
Brig. Gen. G. L. Gillespie, 

Chief of Engineers, U. S. A. 



B B B 4. 

DEFENSES AT EASTERN ENTRANCE TO LONG ISLAND SOUND. 

[Officer in charge, Maj. C. F. Powell, Corps of Engineers.] 

General: 
******* 

DAMP PROOFING. 

Previous to the present year the method applied in most cases for 
prevention of percolation of water from overhead into magazines and 
other principal rooms was to lay in the concrete mass 1 foot to 3 feet 
above ceilings a suitably inclined waterproof course of two thick- 
nesses of 2-ply tarred roofing paper in coatings of coal-tar product; the 
courses terminate at 4-inch blind or inclosed air spaces; draining pro- 
vision was made at the bottom of the air spaces. The coal-tar coating 
was Gilbreth's waterproof cement. 

The concrete surface for the waterproof course was smoothed with 
mortar and received a brush coat of the waterproof cement applied 
hot, then in turn a layer of the roofing paper, hot cement, a second 
layer of the paper, breaking joints with the first, and a last coat of the 
waterproof cement. The damp-proof layer extended a little beyond 
the top of the air space and to two courses of brick laid loosely so as 
to allow the water to flow freely through joints of the brick into the air 
space at its farther side. 

At a magazine where this method was used small leakage appears 
during breaking up of winter and early rains of spring at the lower 
half of a wall, perhaps due to defective drainage of the blind air space; 
at two other cases leaks under the damp-proof course occurred, one 
of which was effectually remedied, as the cause and place of the leak 
were found. 



2388 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

So far the method of damp proofing has on the whole answered its 
purpose. Objectionable features of the method are, it is believed, 
the breaking of the continuity of the concrete by a layer of foreign 
material and carrying water into an air space, especially an inaccessi- 
ble one. 

Loading platforms over rooms or passageways were generally faced 
with thin coats of asphalt or a coal-tar product, which became broken or 
worn out and permitted leaks. In one case a damp-proof course, about 
as above described, but terminating differently, was laid near the top 
of a loading platform, the surfacing of cement mortar averaging only 
about 1 inch thick. The surfacing became badly cracked and loosened 
wherever the sun's rays fell upon it. Parts in the shade are still in 
good condition. The broken or cracked blocks were replaced by new 
work of steel-concrete blocks, laid with wide joints, which were filled 
with Webster's elastic cement. The new work appears promising, but 
is not old enough to show if it be durable. Loading platforms at 
another battery were covered with an asphalt pavement laid immedi- 
ately on the concrete. This pavement cracked badly along the joints 
of the concrete and irregularly at other places and permitted leaks in 
rooms underneath. Filling the cracks with similar material and roll- 
ing the filling, as has been done from time to time, was not satisfac- 
tory. Ironing the filling and over new cracks with a hot smoothing 
iron occasionally during cold weather has proven a better temporary 
remedy. 

The concrete roof of a mining casemate and under the earth cover 
was paved with sheet asphalt 1 inch thick. The pavement leads to 
broken stone filling against the outer side walls, at the bottom of which 
porous tile drains were laid for carrying the water away. There has 
been no leakage at the casemate. 

At a battery where no damp-proof course was laid one magazine 
was lined with galvanized sheet iron and the other with concrete slabs 
at the ceiling and hollow tile at the walls. The slabs are suspended by 
means of brass bolts passing through sheet-lead collars. The tops of 
the slabs were painted with asphalt and the transverse joints covered 
with strips of sheet lead. These interior linings, now about 3 years 
old, are intact and prevent leakage in the rooms. Water dropping on 
the false ceiling runs to the sides, where it falls in gutters cut in the 
floor and thence is carried to drains. 

At a mortar battery finished last year floors are damp proofed by 
means of tarred roofing paper and good underdrainage. 

At all emplacements under construction this year the damp-proof 
course is sheet copper having soldered and double-locked joints, laid 
on top of the concrete, under the earth cover, and over air spaces and 
the damp proofing at the outside face of the concrete. This face is 
made reasonably tight during construction and afterwards, when dry 
and warm, is coated with hot waterproof coal-tar cement, against which 
a vertical layer of pdrous partition tile is at once placed and backed 
with clean gravel or broken stone and then the earth parapet. Porous 
drain tile is laid at the base of the concrete face. The outside of walls 
not inclosing rooms or passages, but having exposed faces, is coated 
with the hot coal-tar cement to prevent discoloration of the inside 
faces. Floors are damp proofed underneath with two layers of tarred 
felt or three of roofing asbestos and drainage at the subgrade provided 
in cases of any probable need. 



APPENDIX B B B TECHNICAL DETAILS. 2389 

REDUCTION OF CONDENSATION. 

The 4-inch blind air space named above, and which was also built in 
it the battery where there was no damp-proof course, does not seem 
bo appreciably lessen condensation. The air-space partition wall is of 
3oncrete and, except at one battery, is 24 inches thick; at the excepted 
battery the partition wall is 15 inches thick. At the mortar battery 
finished last year ceilings are made with flat arch hollow tile 6 inches 
in depth, resting on and inclosing the lower flange of the I beams. 
The ceilings are thinly plastered. It is judged that condensation at 
these ceilings is much reduced by the hollow tile. 

At a 3-inch battery built last year the air spaces inclosing magazine 
are 18 inches wide and open to the rear, where gratings and storm 
doors are provided. The partition wall is 12 inches thick and made 
of porous brick; the air spaces receive drainage. Sufficient of the 
brick were heated, and before cooling their sides and ends to be placed 
at the air space in laying were dipped in hot waterproof cement. The 
ceilings at this battery are lined with Herculean flat-arch tile resting 
on top of the side air-space partition walls; the ends of the through 
tile openings at the air spaces .of one magazine were closed and at the 
other open. The former case gives less condensation at ceilings than 
the latter. It is intended to close the ends of these tile openings at 
the air spaces. Similar 18-inch air spaces are being built at two new 
6-inch batteries. 

At other rapid-fire batteries under construction interior porous 
brick linings, 4 inches thick and built against the concrete when that 
is laid or attached to it by wall ties, are being substituted for the air 
spaces. There has been no opportunity yet for comparison of the 
porous brick linings and air-space partition walls as to condensation. 
The Herculean arch tile at ceilings does not appear to be any more 
suitable for purpose intended than the ordinary flat-arch tile. The 
latter requires short spans and therefore I beams, but makes a good 
construction where a ceiling with some air space above it is called for, 
and it covers the lower flange of the beam, thus preventing condensa- 
tion at a place of otherwise prolific condensation. 

Steam heating or drying systems were put in at a few of the older 
modern batteries. Their operation in the hands of the artillery has 
not been successful, and the plants have fallen into disuse. The 
majority of them are run from boilers of the power plants, which are 
not large enough to spare steam for the heating. At all cases the 
boiler room floors are unavoidably at same level as rooms to be heated. 
Consequent absence of gravity return from the radiating pipes allows 
water to settle in the pipes when steam dies down with the not infre- 
quent result in cold weather of freezing and bursting of pipes. Traps 
and valves to insure circulation and allow drainage are too delicate for 
the service. The heating plants being available, they were naturally 
used during winter to heat the rooms for comfort, rather than only 
at times when condensation obtains. The last steam-heating plant 
installed has its own boiler, of the cottage, self- feeding type, same as 
in an ordinary house system, although all parts are at same level. It 
has other changes to better suit existing circumstances, but the bat- 
tery to which it belongs has been out of commission for some time, 
and this heating plant has only been little used. Steam heating to be 
worked by the troops should be the ordinary house system, having 



2390 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

boiler depressed below the rooms so that the return would be a grav- 
ity one, the boiler furnace self -feeding, and boiler supply delivered 
under pressure, as from a city main. 

Very respectfully, your obedient servant, 

Chas. F. Powell, 
Major ', Corps of Engineers. 
Brig. Gen. G. L. Gillespie, 

Chief of Engineers, TJ. S. A. 



BBB5. 

DEFENSES OF NEW YORK HARBOR. 

[Officer in charge, Maj. W. L. Marshall, Corps of Engineers.] 

General: I have the honor to submit herewith reports of Assistant 
Engineer G. W. Kuehnle and Superintendent John A. Yates upon the 
methods of construction, and results therefrom, of various forms of 
damp-proof wall and ceiling linings constructed by them in rooms of gun 
emplacements, in accord with the request of the Department and under 
the direction of this office. 

At Fort Hamilton three cartridge rooms, and at Fort Wadsworth 
one shell room, were selected for lining. The rooms at Fort Hamilton 
were remote from the entrances to the corridors from the parade in 
rear, and are without means of ventilation. The room at Fort Wads- 
worth is near the parade wall and within 10 feet of the outside door- 
way, allowing the room to be rapidly influenced in temperature by 
outside changes. In all the rooms the proceeding was — 

First. To construct a water-tight roof with proper drains therefrom. 

Second. To provide a lining throughout of nonconducting material, 
with proper air spaces separating the linings from the cold walls. 

The object of each construction was — 

(a) To divert all leakage into channels where it should be harmless. 

(b) To furnish nonconducting, and, if possible, noncondensing, walls, 
within which powder and projectiles can be stored. 

The details of the structures are fully given in the text of the reports 
of the assistants in immediate charge at the forts, and will show on the 
tracings accompanying this report. The details of the linings were 
designed by Assistants Kuehnle and Yates and the linings carefully 
constructed by them. 

The water-tight roofs were constructed at Fort Hamilton of (a) cor- 
rugated copper; (b) a double course of wood, covered with bitumen, 
with an intermediate layer of tarred paper, and at Fort Wadsworth, 
with wood, covered with bitumen and calked with white lead. All 
ceilings have proved water-tight so far. 

The nonconducting linings used at Fort Hamilton were (1) nth 
(asbestos, with flax binder) and magnesia lumber; (2) sheathing of 
wood, covered with compressed cork; (3) novelty (wood) sheathing to 
side walls, below triple (wood and paper) ceiling. 

At Fort Wadsworth the lining was of tongued and grooved wood 
covered with compressed cork, whitewashed. 

The results, generally stated, are, from my observation — 



APPENDIX 13 B B TECHNICAL DETAILS. 2391 

1. All the roofs constructed have been free from leaks. Wooden 
ceilings have swelled and buckled to some extent. 

2. Lith as a lining to magnesia lumber does not add to its value as a 
noncondenser. 

3. Wood, although protected by asphalt or bitumen, swells by 
absorbing moisture, and is unreliable for waterproof ceilings on 
account of buckling and cracking, consequent upon such swelling. If 
not kept dry it will rot. 

4. All substances, nonconducting or other, will show more or less 
condensation when they are not by free ventilation or by direct heating 
raised in temperature above the dew point. 

5. When a perfectly water-tight roof and good drainage behind the 
lining is provided, a wooden sheathing to roof and sides of rooms is 
sufficient, provided that occasionally— once in a month or less — arti- 
ficial heat (with changes of air to carry off evaporated water) is applied 
to raise the temperature of the linings above the dew point. If not 
kept dry by artificial heat or otherwise, wood or other substances 
liable to decay should not be used for linings. 

6. In a room where a sufficient current of air or reasonable ventila- 
tion may be had, and having a tight roof, well drained, with wooden 
lining to walls, a dry storehouse without artificial heating may be had, 
the conditions to secure which are more fully shown herein below. 

7. All linings at Fort Hamilton were far withdrawn from the open 
air and without any means of creating a current of air or freely yen 
tilating the rooms. Under such conditions both the walls and linings 
remained cold, and as soon as the warm, humid air from without 
slowly invaded these rooms beads of condensation appeared all over 
the so-called noncondensing linings. 

It is doubtful if these linings would have dried out during the hot 
weather of July and August, had not the rooms been heated artificially 
and a mild current created by this heating to carry off the evaporated 
moisture. Such linings reduce condensation, but evidently, under the 
existing conditions as to ventilation at Fort Hamilton, they must be 
dried out and heated occasionally during the summer. 

STOPPING LEAKS BY FILLING, ETC. 

Experiments have been continued at Forts Hancock and Totten to 
stop leaks by exterior applications, filling of cracks, etc., with tem- 
porary success sufficient to justify the expense. At Fort Hancock 
cracks and joints have been filled with roofing cement with good suc- 
cess. At Fort Totten filling cracks with asphalt cement and covering 
superior slopes with common roofing paint and sand have been suc- 
cessful in stopping leaks. All these processes have seemed to be tem- 
porary. The applications must be repeated at greater or less intervals 
of time, as may be readily deduced by reasoning upon the nature and 
properties of concrete. 

It is difficult, if not impracticable, to permanently stop leakage 
through a crack in concrete, in a climate with wide ranges of tempera- 
ture, by filling the crack with any substance yet used for the purpose. 
Cracks open in winter from contraction. If then filled, the filling will 
be squeezed out by expansion in summer and the cracks open again 
in winter, or if the filling is incompressible, it will act as a wedge in 
summer to further widen the crack in winter. No sufficiently elastic 



2392 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 






substance has been found to accommodate itself to the changes due 
to contraction and expansion. 

In this connection, i. e., widening and narrowing of joints in con- 
crete or masonry due to temperature changes, it may be well to inter- 
ject here some personal observations on the effect of frost and heat: 

At Appleton, Wis., prior to 1886, when my service there termi- 
nated, was a wooden lock, upstream from which was a masonry wall 
about 720 feet long, capped by a coping about 1 foot or more thick, 
much displaced, accounted for by me as follows: 

In winter cracks in the masonry coping opened and were filled by 
the wind, etc. , with dust and incompressible material. In summer the 
stone expanded, and, as there was no relief by compression at joints, 
the bond between coping and masonry below it was broken. The 
ensuing winter the cracks again enlarged by contraction and the joints 
again filled with new incompressible material, and in summer the stones 
expanding moved still farther on their beds. About nine years after 
the wall was built a coping stone about 4 feet wide was thrust from 
the end of the wall, due to the gradual widening of the cracks and 
movement of stones by the wedging action of incompressible material 
blown into the cracks. 

Again, in 1901-2, two 12-inch emplacements were constructed by me 
at Fort Wads worth and two 12-inch emplacements at Fort Hancock. 
Neither of these emplacements has yet been turned over to the artillery. 

A waterproof course presenting a smooth surface was placed over 
the rooms of these batteries, about 18 inches below the surfaces of 
superior slopes and gun platforms, and care was taken that no vertical 
joints should reach to the waterproofing. 

After one winter's frosts and one ensuing summer it is apparent 
that the coping or concrete masonry above the waterproofing has been 
moved by expansion until the coping projects beyond the surfaces 
below, and that the movement has caused chipping and spalling along 
the intersection of the waterproofed surface with exposed vertical 
walls of the emplacements. 

The filling of cracks under such conditions will only aggravate the 
movement of the coping by providing a fulcrum to the expansion 
levers. The Appleton observation had been lost on me, or forgotten, 
until this later movement recalled it with force. 

From these experiments and observations it may appear that filling 
open cracks in cold weather, to be further expanded in warm weather 
and still further filled in cold weather, is not profitable, and it is evi- 
dent from the working of the paving of superior crests at Fort Wads- 
worth and at Fort Hancock that the placing an approximately hori- 
zontal waterproof course of great superficial extent so near as 18 inches 
to a paved surface and with vertical joints between the sections of 
pavement above it is not good practice. The waterproofing must be 
as near as practicable beyond the limits of frost and the stone on both 
sides of it must be f i>*ee from joints not parallel with the waterproof 
course. 

GENERAL REMARKS. 

In addition to a report as to the effects of certain specified and 
authorized linings to magazines with the object to decrease or prevent 
condensation, or deposit from the air, of moisture, it is deemed proper 
to incorporate remarks that may possibly aid in the solution of the 



APPENDIX B B B TECHNICAL DETAILS. 2393 

question, "How may we secure well-protected, dry service magazines 
for our powder and projectiles?" 

These rooms or storehouses are far withdrawn from the open air, 
due the necessity for so placing them that the contents may not be 
reached by the projectiles of the most powerful modern guns. The 
rooms are caves, with the temperature of walls naturally about the 
same as the mean annual temperature at their location. 

In summer, on our seacoast, the air is not only at high temperature, 
but is also highly charged with moisture, and when admitted into 
these rooms has its temperature rapidly reduced and gives up its 
moisture in great part as "condensation" on the walls and on any 
bodies, like powder cases or projectiles, stored therein. This reduc- 
tion in temperature of the air admitted from the outside and deposit 
of moisture therefrom of course is represented by a heating or rise in 
temperature of the walls of the rooms. If air in sufficient volume, or 
in excess of the quantity that may be cooled to below the dew point 
while in contact with the walls is admitted and passed through the 
room before it be cooled to the dew point, no deposit of moisture will 
take place, while at the same time the walls of the room will be heated 
to an extent measured by the loss in heat units of the air passing 
through the room. When this current of air is sufficiently prolonged, 
the walls of the room will be heated up to the mean temperature of 
the outer air, or if the circulation be controlled in such manner that 
air is admitted only during the rise in temperature after sunrise, the 
walls may be" heated much above the mean temperature, and if this 
ventilation be properly managed no trouble from condensed moisture 
may be feared. 

On the other hand the quantity of moisture at any time contained 
in a room full of air is limited. Only so much moisture may possibly 
be derived from it. If the room be sealed to prevent any more air 
entering, then it will remain dry or approximately in the same condi- 
tion as when sealed: no more moisture, no more heat can enter or be 
abstracted from it by convection. Dry storerooms then may be secured 
in two ways without artificially heating them : 

First. By free ventilation at the proper time. 

Second. By keeping them practically sealed when condensation on 
cold walls is probable. 

Should the room (with its concrete walls at about the mean annual 
temperature) be imperfectly ventilated during the moist warm months, 
i. e. , should air be admitted at rates and in volume so small that it 
may be reduced below the dew point while in contact with the cold 
walls, the room will be kept reeking with condensed moisture so long 
as the conditions exist. 

In nearly all the emplacements in this district constructed prior to 
1900 and provided with ventilating pipes, the ventilators are small 
(6 inches or less in diameter), leading vertically from the rooms. They 
are intended to be always open, and are therefore suited for the slow, 
continuous, pernicious movement just described, depending solely upon 
differences in density of air within and without the room. As cold air 
slowly passes out, warm air replaces it, generally through the same 
orifice, but in different directions of flow, simultaneously. 

Pure air, indeed, is provided for by such ventilators, but they act 
rather for irrigating than for drying the rooms, and we have been 
compelled to stop them up in many cases. 



2394 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

Th, „** o, «„«.«„„, a™ „ a,«.«^ i„ a„, tJ in . c™ 

of air produced by differences in temperature, has been for years applied 
for irrigation in certain parts of the West, where the returns from the 
lands irrigated by the system justify the expense of applying it. 

This system of irrigation, as far as I have been able to trace it, was 
discovered by accident when drainage of low lands near Chicago for 
truck gardens was attempted some ten years ago. 

In this system parallel and intersecting lines of porous agricultural 
tile pipe are laid, buried not too deep to be reached by the roots 
of vegetables, nor beyond the reach of cold penetration from above, 
but their ends at very slightly different levels. 

Both ends of pipes, or tiles, are left open during the winter, and 
the earth above and around the pipes is frozen. In spring the pipes 
are all closed, except so far as necessary for drainage. Drain pipes 
are closed at higher and opened at lower ends. 

Whenever dry weather sets in the pipes or tiles are opened. Warm 
air by gravity enters, and cold air flows out in equal volume at the 
lower end (the length of pipe being empirically fixed), and when 
reduced in temperature below the dew-point deposits of water are 
made, absorbed by the porous tile, and eagerly appropriated by the 
roots of growing plants above. 

^ In some of our works we see all this paraphernalia in somewhat 
different form, all intended for drying caves, but in accord with effec- 
tual irrigation schemes. There is in evidence in each case the slow 
ventilation by currents to and fro through one orifice, caused by 
changes in weight of air due to changes in temperature, with walls 
reeking with moisture condensed thereon. We have also the counter- 
part of the porous tile in the porous lining of walls, meant to absorb 
the condensed moisture, but we have provided no means to take up 
and remove this moisture. But if during the period of no condensa- 
tion the previously condensed moisture be evaporated from these 
porous linings, and if during the moist weather condensation against 
these linings be readily absorbed and hidden, then such linings will be 
apparently dry, although when condensation is going on they are just 
as wet as if no absorbent had been supplied. The water is still there 
until evaporated, failing which removal by evaporation we will ulti- 
mately have supersaturated nonsqueezable sponges filled with water 
and worthless as further absorbents of moisture. 

Water or moisture should not be merely concealed by temporary 
absorption, but should be permanently removed and all evidences of it 
prevented. Such removal does not merely mislead, and is believed to 
be possible in nearly every case. 

The rules in vogue for avoiding the defects of this method of 
ventilating magazines simply increase the trouble and have generally 
failed. 

Some insist that magazines should be opened only when the outside 
air is at a lower temperature than the magazines. The application of 
this rule increases the capacity of the walls to condense moisture by 
continually lowering their temperature; others demand mathematical 
determinations of the dew-point temperature and provide that maga- 
zines shall not be ventilated when the temperature of the walls is 
below this dew-point. The dew-point is constantly changing and the 
rule nearly impossible of application. 

It appears that all these methods and rules should be cast aside, at 



APPENDIX B B B TECHNICAL DETAILS. 2395 

least so far as to allow methods of ventilation to be provided on the 
broad principle that air when not saturated will absorb and remove 
moisture at any temperature, and if passed over objects, masses, or 
walls in sufficient volume will soon reduce these walls to the same tem- 
perature as the air. 

Such free ventilation has been attempted in this district, so far with 
sufficient success to show the principles to be correct and easy to apply, 
at four emplacements for 12-inch guns at Fort Wadsworth and two 
emplacements for 12-inch guns at Fort Hancock; but the ventilators 
might have been increased in size and number advantageously. The 
results are vastly superior to any attempts on the other system. 

It may be observed anywhere that when a wind encounters an obsta- 
cle like a plane surface it piles up against it on the windward side, and 
a partial vacuum is produced on the lee side. If there be a hole in the 
surface the wind pushes air through it. 

If the obstacle be a house, the pressure on the windward side will 
push air through every crack and aperture, into the house, if there be 
any path of egress in the direction of the wind, and this pressure, 
aided by the suction on the lee side of the house, will cause the air to 
flow from the house through every aperture and crack on the lee side, 
and there will be a continuous motion from windward to lee side of 
the house. 

If windows on windward and lee sides of the building be opened, a 
much stronger current will pass through the building, whatever be the 
relative positions of the windows. Curtains will blow inward on the 
windward side and outward on the lee side. 

On very cold nights, with temperatures approaching zero, without 
opening doors or windows on windward side of my house, upon open- 
ing quite wide a window on the lee side I have observed a stiff current 
outward, and that the room was cooled by air transmitted through 
the house from the windward side, entering through various small 
apertures rather than by inflow of heavier air from the lee side. 

These are simple experiments that anyone interested in this^ system 
of ventilation of magazines may readily verify. It would be instruc- 
tive, on the other hand, to note the effect of ventilating a tightly closed 
room by a vertical pipe through the center of the ceiling; or, on a 
small scale, the ventilation of a barrel through its bunghole in com- 
parison with its ventilation through similar holes lying in the direc- 
tion of the wind, one in each head; or the ventilation of the hold of a 
ship through a single pipe or two pipes abreast, all other openings 
being closed, compared with fore-and-aft ventilation through two or 
more ventilators separated the length or width of the ship measured 
in the direction of the wind current. 

The ventilator flumes used at these emplacements are constructed as 
shown on the attached sketch. They are 18 inches in diameter, each 
arranged with a tight hinged covering in order that ventilation may 
be controlled from outside the batteries, and so arranged that rain can 
not follow the flues into the rooms. There is only one flue to each 
room, which has proved sufficient, but an increase in area or number 
is desirable and practicable. 

The movement of the air through the rooms of the batteries is from 
the doors and windows at the parade wall in rear to and through the 
flues in front of the rooms, or the reverse, and when the wind is blow- 
ing across the battery at about 10 miles an hour and the doors and 



2396 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

ventilators opened the air in the rooms is replaced once in about one 
and one-half hours and kept in motion by the "draft." 
In this system the rules to be followed are: 

A. The rooms to be kept closed — 

1. Generally throughout the winter, unless on days when there is a 
brisk breeze and clear weather, and the temperature well above the 
mean annual temperature. 

2. When it is still or calm weather. 

3. When the air is filled with fog or mist. 

4. Generally at night and after 2 p. m. 

B. The ventilation to be free — 

1. Whenever there is a wind exceeding 5 miles an hour blowing 
across the battery and the temperature is above mean annual temper- 
ature, with no fog, mist, or rain accompanying. 

2. When there is an appreciable movement in the air. The temper- 
ature not too low, and the days clear, the ventilators may be opened 
between daylight and noon. 

3. After the temperature of the walls is sufficiently raised the ven- 
tilators may remain open during all of every day in summer when air 
is not unusually moist. 

Free ventilation is especially prescribed whenever a wind of proper 
temperature is from the land and of good force, day or night, in clear 
weather. No instruments or calculations required, but the ventilators 
must be of sufficient capacity to maintain a "draft" or motion in the 
air through the rooms during a brisk wind. 

It must be kept in mind that "ventilation" under this system means 
an application of the force of the wind to convey heat to the walls and 
to remove moisture from the rooms by absorption and convection by 
the air or wind currents— not simply "aeration" or the supply of 
oxygen for breathing purposes. 

The ventilator flues shown on sketch are as actually constructed; 
they are not, perhaps, in the best location or of best shape. 

In providing for this system the ventilators should be of large 
capacity and so placed that the rooms to be dried or ventilated, and 
the ventilator flues, should be as near as practicable along the direction 
or pathway of the resultant winds during the months from March to 
September, inclusive, with as few changes in direction as safety to 
contents of rooms against fire or projectiles will allow. 

Respectfully submitted. 

W. L. Marshall, 
Major, Corps of Engineers. 

Brig. Gen. G. L. Gillespie, 

Chief of Engineers, TJ. S. A, 



REPORT OF MR. G. W. KUEHNLE, ASSISTANT ENGINEER. 

Major: In compliance with the provisions of paragraph 1, General Orders, No. 5, 
current series, I have the honor to submit herewith a report (duplicate) on the 
experimental damp-proof lining of magazines at Fort Hamilton, N. Y. 

The rooms selected for the experiments were the cartridge rooms of three 10-inch 
emplacements. These emplacements are built of Rosendale cement concrete, and 
were completed in 1894 and 1895, being the oldest at this post and the ones most 
subject to dampness, both from percolation and condensation. 



7/w/rh/ ta the Chief of Engmee/s, US.A., 
report dated September J, 




Ma/or,Corps of Engineers ,U J. A. 




'//////// 






Eng 58 1 



Vertical Section -through 

Traverse of Gun Emplacement 

showi n g 
M ETHOD OFVENTI LATION . 



1903. 



fbrmrded to the Ch/ef of Engineers, USA., 

Ma/or,Corps of Engineers , USA. 




"**"» iktc p-Ki ***.-'*«Tfj« oc 



APPENDIX B B B TECHNICAL DETAILS. 2397 

The methods adopted had in view two purposes, one to carry off the water of per- 
colation by collecting it at the foot of the walls and running it through the main 
drains of the battery, and the other to prevent or reduce condensation by lining the 
ceiling and walls with an insulating material. 

CARTRIDGE ROOM, EMPLACEMENT NO. 7. 

This room is 11 by 20 feet, with ceiling 8 feet high. The ceiling beams are 8-inch 
I beams, spaced 2 feet apart, with concrete arches between them. 

The method adopted for this room consisted in a corrugated copper celling, with 
Lith (a composition of rock wool with a flax-fiber binder) and magnesia lumber as 
an insulating lining. 

Down spouts were cut in each corner of the room from the ceiling to the floor, 
connecting with drains cut in the floor at the foot of the walls around the four sides 
of the room, which were in turn connected with the positive drain in the center of 
the room. 

The copper ceiling is made of 16-ounce corrugated copper, corrugations 1-inch 
deep and 3 inches center to center. It was furnished in sheets 3 feet wide and 20 
feet long, and is fastened to the ceiling beams with f-inch special tap bolts. At each 
end of the sheets a copper trough is fastened, catching the ends of the corrugations. 
This trough extends into a groove cut in the end walls, and has a half-round depres- 
sion in it sloping from the middle toward the sides of the room, so as to carry the 
drip to the down spouts in the corners. 

The insulating material, one-half -inch Lith and one-eighth-inch magnesia lumber, 
is fastened under the ceiling by brass strips held in place by three-eighths-inch tap 
bolts screwed into the special tap bolts. 

On the side walls furring strips of magnesia, one-half inch thick, are fastened verti- 
cally with expansion bolts, and the Lith and magnesia lumber lining is held in place by 
vertical brass strips, spaced 2 feet apart, fastened to the side walls with expansion 
bolts. 

The cost of lining this room, including the drainage, copper ceiling, and insulating 
material, was $465.42 (64 cents per square foot). The work was completed in February 
and has been under observation since that date. 

There has been no indication of leakage of percolated water, showing that the 
copper ceiling and drains work perfectly. The lining appears damp, but shows no 
moisture on its surface. The brass strips show beads of condensed moisture, and 
would probably be improved by being painted and coated with cork dust. The cases 
of ammunition stored in this room are dry. 

The temperature of this room in February was 48°, in June 50°, and on August 15 
it was 60°. 

CARTRIDGE ROOM, EMPLACEMENT NO. 6. 

This room is 11 by 20 feet, with ceiling 8 feet high. The ceiling beams are 8-inch 
I beams, spaced 2 feet apart, with concrete arches between them. 

The method adopted for this room consisted in a corrugated copper ceiling, with 
wood and compressed cork as an insulating material. 

Down spouts were cut in each corner of the room from the ceiling to the floor, con- 
necting with drains cut in the floor at the foot of the walls around the four sides of 
the room, which were in turn connected with the positive drain in the center of the 
room. 

The copper ceiling is made of 16-ounce corrugated copper, corrugations 1 inch deep 
and 3 inches center to center. It was furnished in sheets 4 feet 3 inches wide and 10 feet 
9 inches long. A copper trough runs the full length of the room on each side, catch- 
ing the ends of the corrugations. This trough extends into a groove cut in the side 
walls and has a half-round depression in it sloping from the middle toward each end, 
so as to carry the drip to the down spouts in the corners of the room. 

The copper is fastened to the ceiling beams with three-eighths-inch special tap bolts, 
spaced 20 inches apart on each beam. These tap bolts have heads three-fourths-inch 
square and three-fourths-inch long, with a three-eighths-inch hole tapped in the center 
one-half-mch deep. In order to provide a slope in the corrugations from the middle 
of the ceiling to the sides, wooden strips increasing in thickness are fastened above 
the copper over each line of bolts, so that while in the middle of the ceiling the cor- 
rugations are in contact with the beams, at 20 inches from the middle on each side 
they drop one-fourth-inch, at 40 inches from the middle on each side they drop one- 
half-mch, and at 60 inches from the middle on each side they drop three-fourths- 
inch. Washers made of 1-inch half-round iron are placed under each tap bolt to 
make close contact with the bearing surfaces. 

Wood-furring strips 1£ by 2 inches are fastened under the copper ceiling to the 



l 2398 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

special tap bolts, using three-eighths-inch tap bolts countersunk until flush. To these 
furring strips five-eighths-inch yellow-pine ceiling, tongued and grooved, is nailed, and 
then 1-inch compressed cork, in sheets 1 by 3 feet is nailed to this ceiling with 1£- 
inch yellow-metal nails. . 

On the side walls horizontal furring strips, 1J by 2 inches, with a one-hall-mch bevel 
toward the wall, are fastened 16 inches apart with one-half-inch bolts spaced 3 feet 6 
inches apart. To these strips five-eighths-inch yellow-pine ceiling is nailed and to the 
ceiling the 1-inch compressed cork is fastened as above. 

The cost of lining this room, including the drainage, copper ceiling, and insulat- 
ing material, was $427.90 (59 cents per square foot). The work was completed in 
February and has been under observation since that date. 

There has been no indication of leakage of percolated water. Up to July 1 this 
room was perfectly dry; after that date beads of condensed water began to show on 
the ceiling, and by August 1 the ceiling and side walls were covered with moisture. 
The cases of ammunition stored in this room were wet. 

On August 3 the ammunition was taken out and the room heated with an oil stove, 
which was kept burning as near continuously as possible for four days, or until 
August 7, the temperature running up to 94° on that day. At the end of the four 
davs the lining was perfectly dry and has remained so since. 

The temperature of this room in February was 48°, in June 52°, and on August 
15 it was 62°. 

CAKTRIDGE EOOM, EMPLACEMENT NO. 5. 

This room is 13 feet 6 inches by 20 feet 6 inches, with ceiling 8 feet high. The 
ceiling beams are 8-inch I beams, spaced 2 feet apart, with concrete arches between 

them . 
The method adopted for this room consisted in lining it with wood, leaving a dead 

air space between the lining and walls. 

Drains were cut in the floor at the foot of the walls around the room and connected 
with the positive drain in the center of the room. _ 

The ceiling consists of two courses of yellow pine, the top course being 1 inch ano. 
the bottom course five-eighths-inch thick, laid at right angles and having a layer of tr* 
paper between courses. The ceiling was nailed to furring strips fastened to the x 
beams with three-eighths-inch tap bolts and has a slope of 2\ inches from the middle 
of the room toward each side. ' \ . 

The side walls were lined with 1-inch novelty siding, nailed to 3 by 4 inch posts, 
fastened vertically to the walls with one-half-inch bolts. All the wood was coated 
with bitumen dissolved in gasoline. .... „ ,„, , 

The cost of this lining, including the drainage and lumber, was 1188.33 (Z4 cents 
oer square foot). The work was completed in April. 

There has been no indication of leakage from percolated water. 

Shortly after completion this lining was covered with moisture. On July 7 an c 
stove was placed in the room and kept burning continuously until July 18, at which 
time the room was perfectly dry. The temperature varied from 72° to 85°, depend- 
ing on the opening of the door for ventilation. Since July 18 the room has been dry. 

The temperature of this room in April was 50°, in June 53°, and August 15 it was 66 . 

Tracings showing details of the methods used are forwarded herewith. 

Very respectfully, your obedient servant, 

J ^ G. W. Kuehnle, 

Assistant Engineer. 

Maj. W. L. Marshall, 

Corps of Engineers, U. S. Army. 



» REPORT OF MR. JOHN A. YATES, SUPERINTENDENT. 

Major: I have the honor to report on the method of the interior waterproofing 
of a shell room at Fort Wadsworth, N. Y. This room was selected as being the 
most difficult problem in the way of interior waterproofing at Fort Wadsworth, 
the room being the dampest, leaks more in evidence, and the waterproofing about 
the ammunition trolleys and fastenings being very difficult. 

The battery in which this shell room is located was constructed in 1897. ^o 
provisions were made at that time for air chambers, underdrainage, or waterproof 
covering; consequently all rooms and passages were leaking continuously, the walls 
and ceilings being continually wet, and puddles of water on the floor to the depth 
of 1 inch or more. 



'age(s): 









FORT HAMILTON. NEW YORK. 

SKETCH SHOWING 
DAMPPBOOF LINING OF 
CORRUGATED COPPER , LITH AND MAGNESIA LUMBER 

IN ^^^ 

Cartridge Room. Emplacement N°7. 
10 Inch BATTERY. 

drawn under direction of 

Major W. L. Marshall . Corps of Engi neers, U.S.A., 

Designed by G. W. Kuehnle.Asst.Engr. 

FEBRUARY 1903. 




Forwarded to the Chief of fry/veers, VS.A., 
M report, doted Seller S, ""k^^^X^IJ 
Major, Corps of Engineers, &S-A 



Longitudinal Section and Elevation of Side Wall . 

Scale 'Am.' //?. 



Ye/few Pine Furring Strips are coafetf with Bitumen 



Cross Section and Elevation of Rear Wall. 

Scate A in,- iff. 



Prawn by C 6 Jt.jw.f. 



En? 58 1 
















L 









List Page(s): 



■^■■■^■■i 









1 















FORT HAMILTON. NEW YORK 

SKETCH SHOWING 

DAMP-PROOF LINING OF 
CORRUGATED COPPER. WOOD AND CORK 



Cartbidge Room. Emplacement N°6. 
10-Inch BATTERY. 

drawn under direction of 

Major W. L.Marshall . Corps of Engineers. U.S.A. 

Designed by G. W. Kuf-hnle, AsstEngr. 



Ii'p of Copper Trough— 



4, 2 ' Recess for down sos t/f 4 . . 

cot in each corner of fron^ 

and rear irs/is 



*l 'Ancnur Bo/t grot/ted in pf 
mitft Cement Morfjr - 




Full Size Detail of ^in.Tap Bolts 



/bnrtn/rii I* the Chef °T £nfmrers , U.S.A., 

Ma/or, Corps of Engineers, U.J.A. 



Longitudinal Section on A.I.B. and Elevation of Side Wall. 



Sca/e kin.- 1 ft. 



Cross Section C- D. 



Scale '-iin.- / ff. 



0rt*in ix C.G.rfuer6*crr 



=BS=S«"BfeB 



| 

I I 





















\ 
























FORT WAD SWORTH. NKW YORK, 

SKETCH SHOWING 

DAMP PROOF LINING OF WOOD AND CORK 

IN 

Shell Room . 



drawn under direction of 

Major W. L. Marshall. Corps of Engineers. U.S.A.. 

Designed by John A.Yates. Asst Eng'r. 

FEBRUARY 1903. 

Scale . Va in - 1 Ft. 




Ill furrmy S/r>p. 

TitJi 'Mial/"'nff Sssnfs ' 

'A, n\3' Conp-KoOt Cork 



'*'frtlM Hell ml* ftvoff Ajxfi. 
IB.*,*™ mr* wl - ' r ~" 



\^_fClt)^JIed lalf *m % tflKtKf 
Zo-fmnj «h «~l 



CROss-Section C _ D. 



fvrwan/ed to 0*r Chief of Enfioeerl , U.S.A., 

Afa/or, Corps of Snyfrtirerz, OJ.A. 




I 



I 















APPENDIX B B B TECHNICAL DETAILS. 2399 

An effort was made in 1899 to asphalt the ceiling, and walls and then place a cork 
lining on the asphalt covering. The contractor abandoned his contract after deliver- 
ing material, probably considering the problem was too difficult. 

Subsequently I experimented with giving the walls a coating of asphalt, resin, and 
Spanish brown. The walls were first dried thoroughly and the coating applied. It 
wan found the magnesia or alkali was so strong that it easily cut the resin in the com- 
position, thus making this effort futile. 

Pursuant to your instructions contained in your letter of September 9, 1902, a 
thorough system of underdrainage was made for all rooms and passages. I then 
decided to make an interior lining of wood, consisting of a sheathing of seven-eighths 
by 3 J inches tongued-and-grooved white pine. The method of fastening and details 
are as follows: . , . 

Ceilirn/ beams ( flush with ceiling) were first drilled and tapped with three-eighth s-i nch 
machine bolts placed 16 inches center to center for fastening furringstrips to the ceiling. 

Furring strips of 1 by 2 inch spruce were first coated thoroughly with one coat of 
Venezuela asphalt (98 per cent bitumen). These furring strips were then fastened 
to the ceiling with the three-eighths-inch bolts, the bolts being countersunk in the 
furring strips so as to present an even surface. The furring strips were then placed 
16 inches center to center, with a fall from the center of room both ways of 1 J inches. 
Furring strips were then blocked solid at each bolt and where the trolley brackets rest. 

Ceiling.— The ceiling, consisting of seven-eighths by 3^-inch tongued and grooved 
white pine, was then coated on all sides and edges with the asphalt, which was applied 
with fine wire brushes and was then ' ' blind ' ' nailed with 8-penny wire nails into every 
furring strip, each ceiling piece being placed on separately, at the same time using a 
blow torch on the tongue and groove of every ceiling plank sufficient to wnrm the 
coating so as to permit the next board to be thoroughly sealed and waterproofed to the 
adjoining one. As the sheathing was placed, holes of 1-inch bore were made through 
sheathing for receiving bolts for trolley brackets. 

Side walls.— Three rows of holes were drilled in the concrete on all sides, top row 
being 8 inches from ceiling and bottom 8 inches from floor, the third being m the 
center of the walls. These holes were drilled with a li-inch drill about 5 inches deep, 
spaced 16 inches center to center. Plugs made of li-inch spruce were then driven in 
the holes tight! v and then cut off flush with the face of the wall. Furring strips 
thoroughly coated with asphalt were spiked into plugs with 20-penny wire nails. 

Sheathing side walls.— On furring strips above mentioned a sheathing for the side walls 
of seven-eighths by 3$-mch yellow pine, tongued and grooved, were first thoroughly 
coated on all sides with asphalt, and then "blind" nailed and placed horizontally into 
every furring strip with 8-penny wire nails. This method practically forms a wooden 
interior lining, with an air chamber equal to the thickness of the furring strip. The 
drainage of this air chamber was made easy owing to the removing, relaying, and 
redraining concrete floor. 

After completing the ceiling an additional coat of asphalt was applied over all 
surfaces to cover all possible seams and cracks. The trolleys and brackets were then 
replaced and all bolts in brackets were bedded thoroughly in a thorough coating of 
I "Atlantic" white lead. 

Cork covering.— -The entire surface of the ceiling and side walls were then covered 

fith a cork lining one-half-inch thick, 12 inches wide, and 3 feet long, all joints being 
_roken and put together and fitted to the ceiling and walls and around the trolley 
brackets as well as the electric lamp fixtures. This cork lining was applied to the 
ceiling and walls by first dipping one side in the hot mixture and stuck directly on 
and nailed with wire lath nails, making a complete finish. 

[Results— The room is practically dry, there being no evidence of moisture or damp- 
ness on the floor or no condensation, the latter probably owing to the proximity of 
e room to the outer air. 

Several damp places about the walls are in evidence, average about 1 foot in diame- 
ter, not connected or reaching to the floor— probably owing to the method in driving 
the nails in the sheathing as well as the treenails or wooden plugs driven in the 

oncrete to hold sheathing, which should have been driven downward so as to pre- 

ent the flow or outlet of water along the wall. 
The area covered was 440 square feet, at a cost of $178.91, labor and materials, or 

pproximately 40 cents per square foot. I believe this method of lining, especially 

about a damp' or leaking magazine, is eminently practical. The cost per square foot 

should be materially reduced in view of the saving of labor about trolley systems. 

Respectfully submitted. 

Jno. A. Yates, Superintendent. 

Maj. W. L. Marshall, 

Corps of Engineers, TJ. S. Army, 



bi 



the 



2400 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

B B B 6. 

DEFENSES OF BALTIMORE, MARYLAND. 

[Officers in charge, Col. Peter C. Hains, Lieut. Col. Chas. J. Allen, and Col. W. A. Jones, Corps 01 

Engineers.] 

General: In compliance with the instructions contained in para- 
graphs 1 and 5 of General Orders, No. 5, current series, from your 
headquarters, and in your letter dated March 11, 1903, 1 have the honor 
to report as follows: 

In the matter of damp proofing the rooms and galleries of the forti- 
fications for the defense of Baltimore, Md. , conditions have changed, 
owing to results developed by severe weather since the report of Lieut. 
Col. Charles J. Allen, Corps of Engineers, dated April 15, 1903. The 
season, since that date until the early part of July, was one of heavy 
and prolonged precipitation, saturating the earth fill and wetting the 
masses of concrete in the batteries. The heated term began in the lat- 
ter part of June, accompanied by excessive humidity. The variations 
in temperature were unusual for the season. The early part of August 
was of lower temperature than the normal. The effect from these 
sources upon the rooms in the emplacements was more pronounced than 
at any time since their construction. 

Percolation through the masonry and condensation of moisture in 
the magazines were generally greater than had before been apparent. 
The rooms and galleries which had been treated with metal ceilings 
collected and carried off the water due to percolation from the roof, 
but all snowed more or less signs of condensation. The side walls 
have not been treated, except tentatively in a few sections, and were 
in degree damp to wet from leaks and condensation. Most of the 
rooms and galleries which have not been treated for dampness were 
generally from moist to wet from both leaks and condensation. 

Metal ceilings have been used in some of the batteries, and no other 
emplacements have been damp proofed, further than applying hot 
asphalt to the outside vertical concrete walls supporting sand and earth 
fill, and, also, in one instance, installing a steam-heating apparatus to 
reduce condensation, which partly counteracts condensation. 

The details of construction in applying metal ceilings and othei 
damp-proofing processes in this district are illustrated in the report 
and accompanying maps printed, commencing on page number 2460 oi 
Appendix Z Z to the Annual Report of the Chief Engineers for 1902. 
In brief, the method finally adopted was to put in thin galvanized 
sheet-iron ceilings, dripping into side gutters discharging into down 
spouts leading to drains in the-floors; relaying concrete floors, crowned 
to drain to side gutters; cork painting all exposed metal except trolley 
rails; uncovering vertical faces of concrete walls supporting earth fill 
and applying hot asphalt; taking up and relaying platform surfaces 
that had settled out of grade; calking outside cracks with oakum and 
applying linseed oil mixed with coloring matter to all exposed surfaces 

of concrete. 

From careful observations at frequent intervals of the effect of damp 
proofing in this district, especially during the unusually humid condi- 
tions of the latter part of August and part of September, 1903, it may 
be stated that none of the previous methods have proved themselves 






APPENDIX B 15 B TECHNICAL DETAILS. 2401 

as a useful and satisfactory solution of the problem, and another 
method has been tried which seems to solve the problem, but until it 
has been subjected to the adverse conditions over a longer period of 
time perfect success can not be safely announced. But one thing may 
be said, and that is, that a long step in advance has been taken, and 
there is no doubt that a perfect solution of the problem lies in the 
application of the principles which guided in the development of this 
method. I will now present an analysis of the- principles involved in 
the problem. 

THE PRINCIPLES INVOLVED. 

Certain solids are soluble in certain fluids. This means that when 
the solid comes in contact with the fluid, that contact develops forces 
which mechanically break up the solid into particles invisibly small, 
which adjust themselves among the voids between the elementary par- 
ticles of the fluid, and will continue to do so until those voids can con- 
tain no more of the particles. 

In a similar way certain fluids coming in contact with certain gases 
are broken up into invisibly small particles, which adjust themselves 
within the voids of the gas up to a limit called saturation. Water 
in contact with unsaturated air always breaks up into invisible particles, 
called aqueous vapor, along the surface of contact and passes without 
other change into the voids of the air. Water even does this from 
snow and ice, its solid condition, and a great many solids and fluids do 
the same. In the case of snow, the surface of contact being enor- 
mously increased, as a result of the multicrystalline conditions, the 
solution goes on at a greatly accelerated pace, and hence it is probably 
true that far more snow is carried off by gaseous solution than by 
melting into water. 

It is this invisible water in the air which is a prime factor in the 
problem of damp chambers. 

Heat is also an important factor in the matter. The higher the 
temperature of the air the greater the quantity of water that it will 
take up and carry. Under the influence of heat the repellant forces 
among the particles of the gas evidently become intensified, driving 
the particles farther apart and increasing the volume of the voids 
between them. I am using the term gas in a general way. The atmos- 
phere being a compound gas in which oxygen is probably dissolved in 
nitrogen. One of them certainly occupies the voids between the 
particles of the other. 

Water can be forced into one of its vapor conditions by heat. This 
is called steam, but in this case the water has not been invisibly divided. 
We can see it. From this condition, when in contact with the air, it 
again becomes broken up by the air into the infinitely divided and 
invisible form called aqueous vapor, with far greater facility than from 
the liquid form. 

And so evaporation is but another term for solution — evaporate for 
dissolve. 

When a fluid is charged to saturation with the particles of a solid, 
if we take away any of it without changing the quantity of the solid 
particles, the surplus of these particles, having no voids to occupy, 
drop out, as we say, but not properly, and assemble upon each other 
under the forces of crystallization until they become heavy enough to 

eng 1903 151 



i 



2402 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

fall to the bottom as crystals, of size varying with the rate of change 
and the nature of the solid. 

The higher the temperature of air the greater the quantity of water 
vapor it will carry. If a body of air is saturated with such vapor a 
decrease in its temperature makes it imperative that the surplus vapor 
shall "drop out," and as the invisible particles become free they 
assemble together in the spherical shape under the influence of forces 
similar to. crystallization, until they become visible, and on the surface 
of a cool wall they will keep on assembling and increasing in size until 
the spherical drops have to fall from the wall on account of size and 
weight. If a body of air is not saturated, by reducing its temperature 
sufficiently it will reach and go beyond the point of saturation and the 
surplus vapor will u drop out." 

The temperature at which air, carrying a certain quantity of vapor 
per unit of volume, will become saturated and let the vapor "drop 
out" is called the "dew point," and this brings us to the vital point of 
our problem. Where the temperature of our walls is so low that the 
heat in the contact air will pass into them by induction and be carried 
off into the wall mass until the air on the surface of contact becomes 
reduced in temperature to and below the dew point, the aqueous vapor 
will precipitate upon the surface of the wall. 

And this leads at once to the solution of our problem. If we could 
prevent the loss of heat by induction along the cool wall surfaces there 
would be no precipitation until the whole body of air in the chamber 
should become oversaturated — a condition which in practice will not 
occur. 

We have to deal with chambers whose walls, floors, and ceilings are 
surfaces within great masses of masonry or concrete. The temperature 
of the walls, which these surfaces are in contact with and a part of, is 
nearly constant. In winter it is above that of the air which surrounds 
the structure, and in summer it is below. The moisture in this air is 
the prime factor in the problem of keeping the walls of the chambers 
in a dry and serviceable condition. 

The quantity of water vapor in the air at a given spot at a given 
moment of time has not yet been subjected to precise measurement by 
practical means. Perhaps the best instrument is the wet and dry bulb 
hygrometer. With this instrument we may deduce the quantity of 
water per unit of volume of air, and also the relation of that quantity 
to the whole quantity which that unit, under the same conditions, will 
contain when it is saturated. Air is saturated with aqueous vapor 
when the addition of a greater quantity will cause the surplus to be 
precipitated in the form of water. When water is precipitated from 
solution in air it comes out, and we first see it as a mist, in extremely 
divided particles. When this mist falls through any considerable dis- 
tance in air at saturation or nearly so, the particles are drawn together 
by an attraction, probably electrical, and form drops of rain which 
vaiw in size according to the distance traversed and the force from the 
attraction. 

This rain as it falls upon, or gets upon, the exterior surfaces of our 
structures of masonry or concrete, enters within them unless the said 
surfaces are at the time impervious to the passage of water. It entersl 
under the influence of two forces: (1) gravitation, (2) capillarity, 
The one draws it downward, the other in all directions. Concreti 
and mortar are of necessity very porous and not homogeneous, an< 






APPENDIX B B B TECHNICAL DETAILS. 



2403 



hence water coming in contact with the surfaces of our concrete struc- 
tures will be carried into them and through them in surprising ways 
and to surprising distances. 

Within our chanfbers we have to meet and control water coming to 
their floors, ceilings, and walls by percolation from without and pre- 
cipitation within. There is one, and only one, practical and business- 
like way to control the former, and that is by rendering the exterior 
surfaces of the masses impervious to moisture or else by placing each 
chamber within a secondary mass whose exterior surfaces are imper- 
vious or will deflect the water elsewhere. 

It is a simple matter of dollars and cents in any particular case 
which is preferable. 

Within the chamber the quantity of aqueous vapor per unit of 
volume of air is a function of the same things as in the immediately 
adjacent air without and will be nearly but not quite the same. 

As previously stated, there is a period of the year when the temper- 
ature of the walls of the chamber is higher than that of the surround- 
ing air. Under such conditions communication may be freely made, 
and since the air on the wall contacts can not be reduced in temper- 
ature, there will be no precipitation and the walls will remain dry. 

In summer and early fall these conditions are reversed. The wall 
temperature is lower than that of the surrounding air and the heat and 
humidity of that air at once become vital and active factors. The higher 
its temperature and the greater its humidity the greater the quantity 
of water which can be unloaded upon the wall surfaces, and as the maxi- 
mum of these adverse conditions obtain upon the Atlantic and Gulf 
coasts in the season above cited, the water collected within the operat- 
ing chambers of our forts becomes then and there a maximum. 

But it is a controlling fact that these chambers must be rendered 
not only dry but comfortable for men to work in, if our forts are to 
be in a satisfactory condition of efficiency. They must be dry. They 
must be light and cheerful. They must be clean and so arranged that 
these conditions may be easily maintained under service conditions. 

And this makes the use of granulated cork unsatisfactory. It is 
dark and it is dirty. It can not be held on by a coat of paint because 
such paint is an excellent conductor of heat. I have seen painted cork 
reeking with moisture, and this rules out metal ceilings. Without 
cork they gather moisture freely, and this should be the case, because 
the use of substance of high capacity for conducting heat is not a 
logical deduction from the principles involved. 

In developing a system I have been guided by one general principle: 
There can be no condensation if the escape of enough heat into the 
walls from the air in contact with their surfaces can be prevented. 
This leads to an examination of the heat-conductive capacity of sub- 
stances that are practically within our reach. I have prepared, the 
following table from the authorities on the subject, assuming the con- 
ductivity of copper to be 1.00: 

Heat conductivity. 



Copper 1. 000000 

Iron 200000 

Stone 005900 

Sand 002600 

Water 002000 

Glass 000500 



Firwood (along fiber) , 0.000470 

Fir wood (across fiber) 000260 

Paraffin 000140 

Wool 000120 

Paper (unsized) 000094 

Air 000049 



2404 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

It is interesting to note that air is the greatest of nonconductors, 
but this means dry air occluded from contact with other air. Wool 
has the property of locking up air so that its conductivity can not be 
much changed, and this gives it its value as clothing. The different min- 
eral substances used as boiler and steam-pipe coverings depend entirely 
upon the air which they occlude. The " paper (unsized)" used exten- 
sively as " deadening felt" in floor coverings and partitions derives its 
great nonconductivity from the same principle. 

And so in interposing a nonconducting mask between the walls and 
the air of our chambers I have selected soft pine wood, paper felt, and 
paraffin, because they are all cheap and in abundant supply. To over- 
come the objection that a felt surface is dark and forbidding in color, 
and that it can not be kept clean, I have laid over it a surface of cheap 
white cotton duck, which can be washed and kept clean, and will always 
give the rooms a bright and cheerful appearance. 

Paraffin, or mineral wax, is a by-product in the refining of mineral 
oil. The crude wax has a slight yellow color, but the refined product 
is colorless. It softens at temperatures above 90° F., and melts at 
from 110° to 150°, according to degree of refining. It is insoluble 
in, and unaffected by, water, acids, or alkalies. It is permanent under 
all conditions of weather. The valuable properties of asphalt in engi- 
neering construction are largely, if not wholly, due to its presence. 
It is very cheap, costing from 6i to 12 cents per pound. Seven and 
one-half pounds melted make 1 gallon. In the fluid state it has an 
extraordinary penetrating property, and it will enter within the finest 
pores of a substance for quite a distance. It has been used in the. 
preservation of decaying wall surfaces, and is a specific for that pur- 
pose when properly applied. 

Paraffin has to be applied in the melted condition with a brush, the 
hotter the better, upon surfaces that have been made as hot as possi- 
ble by the use of a kerosene blow torch. Under these conditions it 
enters the wall surfaces with great facility and forms a layer within 
the surfaces and locked therein within the interstices of the wall. 

Wherever possible I propose to stop percolation by cutting off the 
supply of water from without. With structures in course of erection 
this is an easy matter, but with mortar batteries whose chambers lie 
within great "masses of earth we have to catch the percolation as it 
comes, on auxiliary ceilings, and lead it away in drains along the 
sides of the floor. Some relief may be produced by taking off a shal- 
low layer from the superior slopes and introducing an impervious 
layer of clay puddle sloped so as to carry the surface water out upon 
the exterior slopes. 

Assuming charge of this district in June last, I have not had time to 
develop a system and put it in practice in time to subject it to the 
whole of one adverse season. I have taken the worst place in the 
district, the plotting room and its gallery of approach, in the east tra- 
verse of a mortar-battery. Here, when operations were commenced 
on August 11, 1903, the condensation was something enormous. The 
water stood in a great pool all over the floors, and the walls and ceilings 
were covered with water as thick as it could hang on. On September 
3, 1903, the room and gallery were completed. Since then there have 
been several days when all the other rooms in the battery were wet, 
but these have remained dry. The method employed is fully illus- 
trated in the sketch herewith, and is as follows: 



Sketch/ showing details of damp proofing 
Bxlncator r 001 fi and passage 
Mortar Batter^' . 




? * - 3 o 




' '■ I'-i ., e GHftHAP SHIHU U*MC WASHINGTON 



TTSMrujinjUsr Office- 

Scule 'kin -in. Bnhnmor,- JUL Sept 25 <* tfft? 

. iiibmittea. u, the Chief of Ungtntet -.. US A *tBa rport oi ' «*,.. 

<fa& M ftrf /'•' Jones. Corps nf Engineers. ZT.SJ 

En? 58 J 



APPENDIX B B B TECHNICAL DETAILS. 2405 

Placed hot paraffin on the concrete roof, side wall, and floors; 
embedded the iron roof beams in concrete and placed hot paraffin on 
the outside surface; placed soft white-pine ceilings and side walls 
with hot paraffin on the upper surface of the ceiling, and fastened 
deadening felt and white canvas to the outside surfaces with copper 
tacks, leaving air spaces all around; laid new T concrete floors with gut- 
ters on outside edges; paraffined the concrete floors and laid on dead- 
ening felt, followed by soft white-pine flooring, paraffined on the 

outside. 

The cost has been 24.8 cents per square foot, but this has been the 
result of the novelty of the operations, and with practice can be 

reduced at least one-half. 

* ***** * 

Very respectfully, your obedient servant, 

W. A. Jones, 

Colonel, Cm ps of 'Engineers, U. S. Art ay. 
Brig. Gen. G. L. Gillespie, 

Chief of Engineers, U. S. A. 



B B B 7. 

DEFENSES OF WASHINGTON, DISTRICT OF COLUMBIA. 

[Officer in charge, Lieut. Col. Charles J. Allen, Corps of Engineers.] 

General: In obedience to the requirements of General Orders, No. 
5, Headquarters Corps of Engineers, U. S. Army, Washington, April 
2i, 1903, I have the honor to submit the following report of measures 
taken for damp- proofing of magazines, etc., in the fortification district 
in my charge. 

The batteries at both Fort Washington and Fort Hunt are built on 
and partly sunk in a clay soil which retains water, rendering satisfac- 
tory drainage difficult. 

When the older works were planned there had not been experience 
to draw upon in designing with reference to the question of condensa- 
tion of moisture in the rooms, or even of percolation through the 
masses of concrete; hence the} r afterwards required considerable atten- 
tion in order that they might be made satisfactory. In the more recent 
battery construction, past experience has been kept in sight, and w T ith 
good results. 

The steps taken, in constructing and in repairing these batteries to 
keep them dry ma} T be classified under the following heads, according 
to the object in view. 

(a) The prevention of seepage (or percolation) of water from outside 
through the concrete and of the absorption of water from the surround- 
ing soil. — To prevent water falling upon the superior slope from enter- 
ing the concrete mass the surfaces have been made smooth and even 
with a granolithic finish, except for the customary joints, so that the 
water would readity flow off. It was found that a small amount of 
water from these surfaces found its way into the batteries, however, 
mainly through the joints and through small cracks in the concrete. 
Some of these joints and cracks were cut out, grouted, and pointed up 



2406 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

with cement mortar, some were filled with oil, others with a plastic 
cement, and a few were calked, but without permanent satisfactory 
results. A material known as ' ; Insulatine," which is melted and poured 
into the joints and cracks and is claimed to possess superior adhesive 
and elastic properties, as well as to be absolutely water-excluding, is 
shortly to be tried for this purpose. 

The entire concrete superior slopes of several of the batteries were 
also coated with a cement wash mixed with lampblack, with the double 
purpose of rendering them impervious to water and of experimenting 
upon coloring the concrete exposed to view. This was, however, 
unsatisfactory, as the coating soon wore or washed off. " Iron- 
clad," a superior quality of oil paint, was tried over a limited area 
with much better results, though as to color it faded somewhat. 
Experiments are proposed to be tried with "Konkerit coating" and 
with "Mcolite," both of which are patented waterproofing composi- 
tions, and, like " Ironclad" paint, can be furnished in an olive-green 
or other desirable color. The coating of the concrete with linseed oil 
has been tried to some extent. Paraffin has been found to give good 
results in making concrete water-tight. It was given a severe test by 
applying it to the inner surface of the cable-tank walls. Vertical walls 
of concrete in juxtaposition to earth parapets have been coated on the 
outside with hot asphalt or with tar. The latter has not proved satis- 
factory, however. The vertical walls of some of the older batteries 
have been uncovered and treated thus; then back-filled. 

The upper surfaces of concrete, which were to be surmounted by 
earth, have been covered with asphalt, and in a battery now under 
construction sheet lead is to be used over the tops and front and sand 
will be used for filling. 

In most of the recent batteries at least a foot of gravel, broken tile, 
or broken brick has been placed around the outside of the concrete 
mass with agricultural drain tile at the foot of the same and connected 
with the drainage sj^stem, so as to carry all water freely away from the 
face of the masonry. 

In a battery now under construction the concrete is faced with a 
tile wall 4 inches thick, suitably drained, outside of which is 1 foot of 
gravel and broken tile and then 4 to 9 feet of underdrained sand. 

A layer of broken stone 1 foot thick and thoroughly underdrained 
by porous tile has been laid under floors of batteries to keep the foun- 
dation area dry, and in a batter}^ now being built a double damp-proof 
layer, one of "marine cement" and one of "Konkerit coating," is to 
be laid on the floor, to pass out through the walls so as to connect with 
other damp-proofing material, and thus completely envelop the maga- 
zines. 

To prevent any water which may work into the concrete mass from 
entering the magazines and other important rooms asphalt water- 
proofing has been laid on the concrete over these rooms, which have 
been surrounded by intercepting tile air spaces connected with the 
general drainage system. 

(b) Prevention of condensation.- — Condensation has been greatly 
reduced, in some cases made almost nil, by using linings of hollow, 
porous tile, probably aided in some cases by horizontal ventilation pipes 
of tile having a small drip outward. An exception, however, as to tile 
exists in the case of one old battery where seepage through the con- 



TO/: 

'.'■■ a 

• • * . 

• 0. . 



APPENDIX B B B TECHNICAL DETAILS. 2407 

crete mass covered by the tile undoubtedly has its effect. It is pro- 
posed to extend the use of this tile wherever practicable to do so. 

The ceiling tiles are flat arch tiles; as laid of late years, they cover 
the lower flanges of the I beams by which they are supported. The 
tiles, being placed before the concrete is laid, are well bonded into the 
same and save considerable expensive forming. 

Dressed pine plank and cork plank have been experimented upon, 
but the results obtained have not been as good as with tile. 

Ventilation through large unglazed pipes, draining outward, has 
been employed with satisfactory results in some of the recent works. 
Stoppers are to be used to close the openings when necessary. 

The good effect of steam heating in the prevention of condensation 
and for drying up of damp rooms has been experimentally ascertained, 
and it is believed that this auxiliary for keeping magazines dry is 
worthy of further and more extensive test. 

(c) The exclusion of rainwater. — During driving rains much water 
formerly entered some of the batteries, the older ones especially, par- 
ticularly around the ammunition lifts, at the open areas in the old 
type of platform, and around the doors. This has been largely over- 
come by providing hoods over the lifts and doors, constructing storm 
doors o^er the areas, and providing good sills and rapid floor drainage 
at these points. It is proposed to extend this improvement as funds 
become available. 

Light galvanized-iron hoods supported on wrought-iron frames 
have been found to be superior to cast-iron lintels bedded in the con- 
crete during its construction. 

(d) The rapid carrying off of water which may find access to the hat- 
ter ies. — An ample drainage system has been provided at all of the 
batteries, but in the older structures the floors were not all provided 
with sufficient slope; they frequently contained minor irregularities, 
in some cases due to wear, in which water collected. A number of 
floors which were deficient in drainage slope or were irregular in sur- 
face have been taken up and replaced by hard, smooth, granolithic pav- 
ing, without joints, and affording ready discharge for all water which 
may reach them. 

In a few rooms where there was considerable leakage metallic ceil- 
ings have been inserted to intercept the water and convey it to the 
drainage system. These ceilings consist of No. 24 corrugated galvan- 
ized iron supported on steel I beams and angles and draining into 
gutters and downspouts, which are accessible for clearing of sediment 
deposited by the water. To prevent condensation the metal was 
treated with two coats of light-colored paint ("Galvanum" paint 
being used on the galvanized iron), and then, while moist, coarse and 
then fine sifted cork was thrown against them until they were thickly 
covered with the cork. 

The accompanying sketch is t3^pical of the metal ceiling above 
described. It also shows the tile linings, air spaces, etc., above 
referred to. 

Recurring to the mention of lampblack, it may be well to sa3 T here 
(though not bearing upon damp-proofing) that this material, in stiong 
proportion, was mixed with granolithic superior-slope covering sev- 
eral years ago, in order to give a dark color to the covering. It 
served quite well for a time, but the coloring eventually faded. To 




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.-.,.,..„.„ Bng 58 1 



2408 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

assure a stable tint more substantial and heavier coloring matter has 
to be used. 

Very respectfully, your obedient servant, 

Chas. J. Allen, 

Lieutenant- Colonel, Corps of Engineers. 
Brig. Gen. G. L. Gillespie, 

Chief of Engineer s,U. S. A. 





B B B 8. 

DEFENSES OF THE COAST OF NORTH CAROLINA. 

[Officers in charge, Capt. E. W. Van C. Lucas and Capt. E. Eveleth Winslow, Corps of Engineers.] 

General: 

******* 

The only means that has been employed at Fort Caswell, N. C, for 
prevention of dampness in the rooms of the different emplacements 
was the^ treatment of outside surfaces with boiled linseed oil, applied as 
paint with a brush, and the installation of positive drainage throughout 
the different batteries. After several coats of oil were applied all leaks 
stopped with the exception of one in Caswell in the vicinity of the 
ammunition lifts and one in the shot gallery of Battery Swift. 

For the past season the oil treatment has been suspended with a view 
to determine to what extent the same would be efficacious in perma- 
nently stopping the leaks and excluding moisture from the mass of 
concrete. The result has been that the leaks are again appearing, and 
while they are not as bad as formerly, it is evident that the treatment 
will have to be resumed and continued periodically for a period as yet 
undetermined. 

It is thought that eventually, if the treatment be continued, say once 
every six months, that it may culminate in stopping all leaks except 
through large cracks which continue to open by settlement, and, in fact, 
most or all of the leaks that have reappeared since the suspension of 
the treatment are due to this latter cause. 

These cracks will have to be watched, and when the mass of concrete 
reaches a state of rest, if it ever should, they should be cut out and 
repaired. 

Very respectfully, E. Eveleth Winslow, 

Captain, Corps of Engineers, U. S. Army. 

Brig. Gen. G. L. Gillespie, - 

Chief of Engineers, TJ. S. A. ■ 

(Through the division engineer.) 

[First indorsement.] 

Office of Division Engineer, Southeast Division, 

Savannah, Ga. , /September 21, 1903. 

Respectfully submitted to the Chief of Engineers. 
The painting of the upper surfaces of concrete at Fort Screven has 
shown some such results, and I believe that a paint made of coal tar and 



APPENDIX B B B TECHNICAL DETAILS. 2409 

kerosene oil, such as has been successfully used at Fort Monroe, will 
prove more effective than the oil paint, which seems to be acted upon 
unfavorably by the lime in the cement. 

James B. Quinn, 

Lieut. Col., Corps of Engineers, 
Division Engineer^ Southend Division. 



B B B 9. 

DEFENSES OF THE COAST OF SOUTH CAROLINA. 
[Officers in charge, Capt. J. C Sanford and Capt. G. P. Howell, Corps of Engineers.] 

(General: 
******* 
The battery of 10-inch rifles was built in 1898 with Rosendale cement. 
The magazine and shed room for each emplacement are located on the 
left flank of the gun. A 15-inch air space separated by a 2-foot wall 
of concrete surrounds the two rooms on three sides. The fourth side 
communicates through doors 4 feet wide with the main passageway. 
A 1-foot wall of concrete separates the rooms. There is no connec- 
tion between the air space and the rooms, and no ventilation for the 
rooms except through the door leading to each. The air space extends 
around the circular rooms underneath the loading platform and com- 
municates freely with the external air at each end. 

The floor of the magazines is 10 feet above mean low water. The 
scarp wall is founded at reference of about 8 feet. It extends around 
the front and both flanks of the battery with return walls to the con- 
crete parapet, thus fully encircling the battery. In the vicinity ground 
water stands at about reference 8 feet. The mass of sand impounded 
behind the scarp wall has no drainage beyond the natural soaking of 
the water through the sand to the ground water. 

Waterproofing methods were not employed in building the battery. 
The top surfaces were made with Portland cement. Nos. 2, 3, and 1 
have always been leak};, especially Nos. 2 and 3. Through the large 
and numerous cracks in the top surface water easily finds its way 
through the spongy concrete to the interior rooms. Condensation in 
the moist, warm climate is aided by the construction of the ceiling — 
I beams at 2-foot intervals, with corrugated iron between, resting on 
the flanges. An allotment of $900 was made for ceiling all four of the 
magazines, $168 for lining the side walls of magazine No. 3 with 
magnesia lumber, and $590.11 for lining magazine No. 2 with cork 
board. 

Emplacement No. 3.— The plan adopted for the ceiling was that 
described on page 2162, Report of Chief of Engineers, 1902, and illus- 
trated on sheet No. 4, accompanying Colonel Hains's report. Gutters 
were cut into side walls, however, instead of being supported on brack- 
ets. The corrugated iron was No. 27, five-eighths inch between top and 
bottom of corrugations, and came in sheets 24i inches wide and 84 
inches long, approximately one-half the width of the magazine. It was 
expected that the sheets would become pitted, and it was decided to erect 
the ceiling so that it could be easily taken down for repairs. Angles 



2410 REPORT OF THE CHIEE OF ENGINEERS, U. S. ARMY. 






1 by 1 inch extended from the center of the room to the side walls. On 
these the sheets were placed overlapping by two corrugations fastened 
together and to the inch angles by nine-sixteenths-inch brass screws 
spaced 2 feet apart. The screws were put in at the top of the corru- 
gations. The angles did not keep the sheets in line, and they became 
warped. Damp spots appeared on the under side around the screw 
heads, showing that the water did not flow down in the shallow valleys 
between the corrugations. The ceiling was taken down and put up 
again, as shown on sheet No. 1. The old screw holes were plugged 
with solder. All the sheets required for one side were riveted into one 
piece, which was rolled up, carried into the magazine, hoisted, and 
secured in place. The angles running longitudinally, being spaced 
accurately on grade, hold the sheets well in line and form an easy pas- 
sage for the water. The sheets lap for four corrugations and are 
riveted with two rows of one-eighth-inch tinned rivets. No leakage 
occurs around them. No signs of moisture appeared on the under 
side, whether from leakage or condensation. The side walls are 
covered with magnesia lumber sheets 36 by 46 inches by three-eighths 
inch. The lumber is magnesia building lumber and was purchased 
from Keasbey & Mattison Company for 24 cents per square foot. Each 
sheet is supported at four points by l^-inch brass -screws, screwed into 
wooden blocks 2 inches in diameter and 3 inches deep, fastened with mor- 
tar in holes drilled in the wall. The method is as follows: First the 
walls were made clean by washing with water and brushing. The rooms 
were then thoroughly dried. The holes for the blocks were drilled 
into the concrete, and the blocks put in. After all the blocks were in 
place the walls were given a coat of hot asphalt mixture, which con- 
sisted of about 20 per cent coal tar and 80 per cent of asphaltum. 

The coal tar was not constant in quantity, but was used on the same 
principle as oil in thinning paint. This gave a good mixture for work- 
ing with brushes and mops, and no trouble was experienced in putting 
it on except that the fumes in the closed rooms were very stifling. 
Two coats were applied. As the second coat was applied the sheets 
were secured in place with the hope that the asphalt would assist in 
holding them in place, but after the asphalt cooled there was not much 
adhesion. Strips of tar paper were placed at the same time at the 
joints to prevent leakage of the asphalt through the joints, but they 
are of doubtful benefit. The water follows these strips and is trans- 
mitted to the sheets. At first the sheets were very damp and seemed 
to hold the water. The floor was damp, especially around the walls, 
as there were no drains to carr}^ off the water. To aid in ventilating 
the room, two holes 6 inches in diameter were drilled through the wall 
to the air space. Drains were cut around the room next to the wall. 
The sheets underneath the ventilating holes are quite dry and the others 
are losing their moisture. The work has been too recently completed 
to judge of the efficienc} 7 of the magnesia lumber. 

Emplacement No. 4- — Experience at other localities has shown that 
corrugated iron and lead have failed as roof coverings and that copper 
is the best metal to use. It was decided, therefore, to construct a ceil- 
ing such as is described in mimeograph No. 61 , as used in Boston. There 
was on hand a supply of 20-ounce yellow metal and it was used instead 
of the copper. To prevent condensation the room was lined through- 
out with wood. The method is illustrated in sheet No. 2. The ceil- 
ing was built on trestles about 4 feet high. The yellow metal was 







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APPENDIX B B B TECHNICAL DETAILS. 2411 

soldered together on top of the matched flooring, all holes being 
carefully filled. It extended about 3 inches over the longitudinal 
edges in order to be flared into the gutters which were cut into the 
longitudinal walls. There was a clearance of 1 inch between the ceil- 
ing and the concrete, which enabled the ceiling to be easily jacked 
into place and held in position by the 3 by 3 inch supports. The 
sides are lined with boards dressed on one side to make a neat appear- 
ance, but not driven closety together. This will allow for the swell- 
ing of the boards caused by the moisture condensing on the walls 
behind. The magazine is perfectly dry. The cost of the copper 
is more than the corrugated iron, but the ceiling is much easier to 
construct and the cost of labor is much less. The metal should last 
indefinitely. The wooden lining is especially easy to repair and is 
much cheaper than magnesia lumber or cork board. It is expected to 
use this method in other magazines. Copper sheets 3 by 8 feet, 16 
ounces, will be used. 

Emplacement No. 8. — This was one of the damp magazines. Before 
beginning work two holes 6 inches in diameter were cut through to 
the air space, being placed near the ceiling and on the side opposite 
the door. A decided change for the better followed. Condensation 
w r as largely decreased, but water still dripped from the ceiling in 
several places. The ceiling was lined with yellow metal and wood, as 
described for Emplacement No. 4. The wall will be covered with cork 
board, in sheets 35^ by 8f inches by one-fourth inch, manufactured by 
the Nonpareil Cork Manufacturing Company, Bridgeport, Conn. The 
purpose of the cork is to prevent sweating on the walls, as cork is a 
poor conductor. 

Emplacement No. 1. — The magazine is generally dry. There are no 
leaks, and very little condensation. There are few cracks in the top 
surface. Ventilating holes will be cut, and the money for lining the 
magazine will be held in hand in order to compare this naturally dry 
room with the others in which the ceilings have been put A in. 

MORTAR BATTERY. 

The relocator room in the mortar battery is located at the end of a 
long corridor and has no ventilation except through the entrance door 
to the corridor, 100 feet away. The room has always been very wet. 
To catch the dvip from percolation, a ceiling was constructed of No. 20 
corrugated-iron sheets. A Z bar was fastened on each side of the room 
to the roof I beams by one-half by \\ inch tap bolts; the bars were 12 
inches from the side walls. The sheets were fastened to the bars by 
one-fourth-inch stove bolts, and were curved so as to give a fall of 5 
inches between the center of the room and the wall. Down spouts, 2 
inches in diameter, conducted the water to the drains. The condensa- 
tion since the ceiling was put up has been excessive. The room will 
have to be ventilated before it will be dry. 

Closing cracks in top surfaces. — The cracks were cut out to a width of 
2 inches and depth of 6 inches. After they were washed clean of con- 
crete dust they were filled with boiled linseed oil. Generally they were 
filled two or three times, as the oil was absorbed. Hot asphalt was 
poured into the cracks. The film of oil causes good adhesion of the 
asphalt to the concrete. The top surface was covered with two coats 



2412 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

of the oil to stop the small cracks. It also colors the concrete — takes 
away the glare and causes it to blend with the landscape. Where sand 
surrounds the batteries this brownish color is more suitable than the 
green. 

There has not been sufficient time to judge of the effect upon stop- 
ping leaks. The concrete was soaked with water, which must grad- 
ually pass away. The oiling forms an impervious coating on the 
concrete, and it is believed that repeated oiling will make the surface 
waterproof. 

Three-inch battery. — The battery for two 3-inch guns has just been 
completed. It has three rooms which were surrounded on top, bot- 
tom, front, and sides with waterproofing, only the rear being omitted, 
as the rear wall is only 2 feet thick. The waterproofing was 85 per 
cent Seyssel rock asphalt and 15 per cent Venezuelan lake asphalt 
(bitumen), mixed with an amount of coal tar equal to 20 per cent of 
this bulk. Without the coal tar the mixture would not adhere to the 
vertical walls, as it was thick and stringy. The coal tar gave fluidity. 
The mixture had to be applied very hot. It was first applied to the 
side and front walls. The casing had been set out 1 foot beyond the 
finished dimensions of the room, and after removal the walls were 
plastered with a 1 to 2i mortar. When dry a coating of asphalt mix- 
ture was applied with swabs made of old bagging tacked on handles. 
The wall was thoroughly coated. As a second coat was being applied 
one-ply tar paper was unrolled and applied vertically to the wall, being 
pressed into the hot asphalt. When the asphalt cooled there was little 
adhesion to the paper, and to keep' it from peeling off it was fastened 
with carpet* tacks. Two layers of paper and three of asphalt were 
applied. Enough paper was used to turn over at the top and bottom, 
connecting with the waterproofing on these surfaces. The casing was 
then set in to the proper size of the room, and the intermediate 1-foot 
wall of concrete put in. When the concrete over the top had been 
formed into an arch with about 1 foot height over the walls it was 
smoothed over with mortar and the paper and asphalt applied in the 
same way. On top of this a layer of thin mortar, 1 to 6, was placed to 
keep the broken stone of the superincumbent concrete from tearing 
the paper. The floor was put in last. The front surfaces against 
which the sand fill was placed were treated with a thick coating of the 
asphalt. A drain was laid at the foot of this wall with open joints 
protected with bagging, and a layer of broken stone was put between 
the concrete and the sand fill. 

The vertical and horizontal surfaces exposed to the weather were 
finished with mortar, applied at the time of construction, mixed with 
soap and alum in the following proportions: One part cement, 2£ parts 
sand, three-fourths pound powdered alum to each cubic foot of sand, 
mixed dry. This was wet with the proper amount of water, to which 
three-fourths pound of soft soap per gallon had been added. This 
mixture gives a yellowish tinge to the concrete, and if not carefully 
mixed it will be streaky. 

Very respectfully, G. P. Howell, 

Captain, Co7'j>s of Engineers. 

Brig. Gen. G. L. Gillespie, 

Chief of Engineers, U. S. A. 



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APPENDIX B B B TECHNICAL DETAILS. 2413 

B B B io. 

DEFENSES OF COAST OF FLOEIDA AT KEY WEST AND TAMPA. 

[Officer in charge, Capt. Francis R. Shunk, Corps of Engineers.] 



1. General: There has been no trouble from condensation in this 
district. Such leakage as has occurred has been due to various causes. 

2. In the old work, built by contract, cracks have developed in the 
mass of concrete. These have caused very bad leaks. The only suc- 
cessful method of treating these leaks has been to build an inner room, 
with metal roof and brick side walls. The accompanying sketches 
show the construction used — where there are no trolley rails in the 
room, pi. 1; where there are trolley rails in the room, pi. 2. 

If the leak is a very small one, a sheet of metal may be attached to 
the ceiling beams, so as to inclose the leak, a pipe connected with the 
sheet and led to the nearest drain. 

3. La some of the works moisture has entered through fine horizontal 
cracks, probably between successive layers of concrete. These cracks 
are sometimes so fine as almost to escape detection, but nevertheless 
allow a great deal of leakage. They have been successfully treated as 
follows: The upper edge of each crack is carefully chipped away and 
a small gutter formed, which is floated with boiled linseed oil twice a 
week for two months. The entire outer surface is then chipped away 
and a coat of plaster carefully applied. It may very well be that the 
plastering alone would stop the leaks. 

4. Such horizontal cracks have occurred only where the outer coat 
of mortar has been placed inside the forms as the work progressed. 
The plan now followed is to defer the plastering until the forms have 
been removed. Great care must be taken thoroughly to saturate the 
surface to be plastered. After this a coat of thick grout is applied 
with a brush. When this has received its initial set the plaster is 
applied, firmly pressed into place, and brought to a smooth surface, 
preferably with an iron float. No surface treated in this manner has 
leaked. 

5. To prevent percolation through the mass of concrete the method 
used in new construction at Key West, Fla., is as follows: The side 
walls are completed and about 2 feet of concrete placed over the roof. 
The side walls are then plastered outside with Portland cement mortar. 
Various proportions have been used, from 1 cement and 1 sand to 1 
cement and 3 sand. These have been equally satisfactory, and 1 to 3 
mortar is now used. The roof is finished on top with one-half -inch Port- 
land mortar, placed immediately after the concrete is laid and brought 
to a grade of about 1 in 50. A layer of asphalt is then spread over 
the mortar surface. The asphalt is composed as follows: Asphalt 
mastic, 440 pounds; coal tar, 3 gallons; siliceous sand, 5 gallons. 
Over this is placed a layer of mortar, in order to prevent the stone in 
the overlying concrete from cutting into the asphalt. When this has 
set the remaining concrete is added. When possible a 6-inch air space 
is left in the walls around the rooms, and drains are placed in the air 
space to drain the water outside of the walls. The air spaces are cov- 
ered with brick and the asphalt extends over the bricks. This method 
has been very successful. There is reason to believe, however, that 
the layer of asphalt is not necessary. At Tampa some of the rooms 



PlATt 2 




lain. Corps of Eiijtntir; t'.f.f 

Bag 5 8 



2414 REPOET OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

are protected by a layer of asphalt; others are not. The outer surfaces 
of the latter, both side and top, were carefully plastered, as described 
in paragraph 4. They are perfectly dry. The like is the case at 
Battery Burchsted, where the rooms of one emplacement are protected 
by asphalt, the others plastered; they are equally dry. 

In a few instances in the old work at Key West percolation, 
apparently not due to cracks, has taken place. Such cases have been 
treated as follows: The outer surface of the concrete through which 
percolation has taken place was covered with asphalt in two layers, 
making a thickness of three-fourths inch. The asphalt was then laid 
in Rosendale mortar, given a good slope for drainage, and carried to 
the vertical walls outside of the air spaces. This method was success- 
ful when the surface thus treated was afterwards covered with sand. 
It was not successful where the surface was left exposed to the weather. 
In future such cases will be treated by plastering, as described in 
paragraph 4. 

Respectfully submitted. 

Francis R. Shunk, 
Captain, Corps of Engineers, U. /S. Army. 

Brig. Gen. G. L. Gillespie, 

Chief of Engineers, U. S. A. 






B B B ii. 

DEFENSES OF MOBILE, ALABAMA. 

[Officers in charge, Capt. Spencer Cosby and Capt. W. E. Craighill, Corps of Engineers.] 

General: 

******* 

The 8-inch battery built between 1895 and 1898 has some magazines 
which have given trouble from leaking. Various methods of lining 
have been tried and described in previous reports. 

During the past year a new type of roof for the interior lining was 
designed'and put into several of the rooms of the battery toward the 
end of the fiscal year, so late that there has not been time to see 
whether or not it is entirely successful. The purpose of the design is 
to permit the roof of the lining to be removable. A drawing showing 
the details accompanies this report. 

Linings of this character were installed in the powder and shell 
rooms of emplacement No. 2, in the shell room of emplacement No. 3, 
and in the powder room of emplacement No. 4. The linings consist 
of brick side walls with air space behind, and a copper ceiling sup- 
ported by tongue-and-groove lumber, the bottom of which is faced 
with asbestos millboard and tacked to the wood. All wood and iron 
work was painted white. Drains from the air spaces behind were led 
into the rooms, so as to be more readily cleaned. The lower course of 
brickwork was treated by the Sylvester process, in order to render it 
impervious to moisture. The ends of the brick projecting into the air 
space were treated in the same manner. 

The ceilings are made in sections, and so arranged that* they can 
be taken down and examined without disturbing the brickwork. The 






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ANDREW 8 GRAHAM PHOTO LITMO WAS 





DcrAIL " /tOOrCONSTRUCTtON 



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AITEXDIX B B B TECHNICAL DETAILS. 2415 

thin asbestos millboard has shown a tendency to mildew, and to the 
touch resembles damp blotting paper. As work was only finished after 
the 1st of July, and as the brick were soaked with water, it may be 
that it is too soon to say whether or not the use of the asbestos lining 
i*^ desirable. 

Respectfully submitted. W. E. Craighill, 

Captain, Corps of Engineers. 
Brig. Gen. G. K Gillespie, 

Chief of Engineers, TJ. S. A. 



B B B 12. 

DEFENSES OF NEW ORLEANS, LOUISIANA. 

[Officer in charge, Lieut. Col. H. M. Adams, Corps of Engineers.] 

General: Complying with the provisions of General Orders, No. 5, 
headquarters Corps of Engineers, current series, I have the honor to 
submit a report on the methods applied to stop percolation and to 
lessen condensation in the magazines of the modern batteries at Fort 
St. Philip, La. It is not believed to be necessary to delay this report 
one month after the rendition of the annual report, as indicated in 
General Orders, No. 5, as the effects of these methods have already 
been observed. 

The magazines of all the modern batteries at Forts St. Philip and 
Jackson have always been practically free from percolation except the 
magazines of one 8-inch batter}^ and one 10-inch battery. 

Water formerly dripped from the ceilings of the magazines of the 
8-inch battery for several days after a rain. The magazines were lined 
with 13-inch brick walls, leaving an air space between the concrete 
and brick walls. The walls were strengthened by iron anchor bolts 
embedded in the concrete, and also by occasional bricks touching the 

concrete. 

The ceilings were lined with sheet lead, weight 4 pounds to the 
square foot, except in one relocator room, where 16-ounce sheet copper 
was used. The sheet lead and copper are held in place by brass expan- 
sion bolts spaced 2 feet apart. 

In settling this battery tilted .forward, so that the ceilings slope to 
the front, and all water from the ceilings drains forward to the air 
spaces. Gutters were built at the bottom of the air spaces draining 
to the rear of the battery. 

The ceilings were lined first. Holes were drilled into the concrete 
in rows 2 feet apart, and the expansion bolts were cemented into place. 

A platform was constructed about halfway between the floor and 
ceiling, with boards left out where the expansion bolts were to be 
applied. The sheet lead Avas spread out on the platform and all seams 
were soldered. Jacks were then placed under each corner of the 
platform, and the platform was raised up tightly against the ceiling. 
A chalk line was then snapped against the lead to locate the expansion 
holts. The screws were inserted and the platform was removed. 
Wherever leakage appeared around a screw head, the screw head was 
soldered to the lead. 



2416 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 



In the gallery, where there was not sufficient width for brick walls, 
the walls were lined with sheet copper, held in place in the same 
manner as the ceilings. 

The magazines of the 8-inch battery are now free from percolation. 
A drawing is submitted, showing the details of the lining of these 
magazines. 

In accordance with instructions of the Chief of Engineers, the powder 
magazine of No. 2 10-inch battery was lined with asbestos lumber in 
order to test its efficiency in preventing condensation. The walls and 
ceilings were lined with this lumber held in place by brass screws 
screwed into wooden plugs firmly driven into holes drilled into th 
concrete. The ceilings and walls were heavily coated with asphalt. 
The ceiling was then lined with 16-ounce sheet copper, and the wall 
were lined with "Paroid" felt, after which the asbestos lumber wa 
applied. 

No leakage or condensation has appeared in this magazine since th 
lining was applied. A drawing showing the details of the lining o 
this magazine is forwarded herewith. 

Very respectfully, your obedient servant, 

H. M. Adams, 
Lieutenant- Colonel, Corps of Engineers, 

Brig. Gen. G. L. Gillespie, 

Chief of Engineers, TJ. S. A. 



B B B 13. 

DEFENSES OF GALVESTON, TEXAS. 

[Officers in charge, Capt. C S. RichS and Capt. Edgar Jadwin, Corps of Engineers.] 

General: I have the honor to forward herewith reports of Supts 
W. A. Hinkle and S. W. Campbell on the methods employed in this 
district to stop percolation and lessen condensation. 

There is still considerable leakage in the high-power batteries. 
There is not much condensation at this time of year, but I am informed 
that there is during the winter months. 

Very respectfully, Edgar Jadwin, 

Captain, Corps of Engineers, U. S. Army. 

Brig. Gen. G. L. Gillespie, 

Chief of Engineers, U. S. A, 



REPORT OF MR. W. A. HINKLE, SUPERINTENDENT. 

Captain: I have the honor to report as follows in accordance with Circular No. 23: 
There has been nothing done during the year ending June 30, 1903, to stop perco- 
lation or condensation in any of the batteries under my charge except it might be 
the filling of cracks in loading platform of one gun at a battery for two 8-inch guns. 
This was done by cutting a V-shaped groove wherever a crack developed and filling 
same with heavy asphalt gum. The V-shaped groove is about three-fourths inch in 
width on surface and about one-half to three-fourths inch deep. The watchman at 
this battery reports very little leakage since the asphalt was put in. I was at this 



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APPENDIX B B B TECHNICAL DETAILS. 2417 

battery in May, 1908, during a heavy rain and no leaks were observed during my 
stay of some two or three hours. 

In the early part of the present month the watchman reported a slight leak during 
a heavy rain. During foggy weather, say from January to April, the condensation 
in magazines and in entire inside of battery is very bad. No attempt has been made 
to remedy condensation. Captain Riche's idea was to hold this matter until all 
reports from other localities were in and then adopt the most successful method. 
Very respectfully, your obedient servant, 

W. A. Hinkle, Superintendent. 

Capt. Edgar Jadwin, 

Corps of Engineers, U.S. Army. 






REPORT OF MR. S. W. CAMPBELL, SUPERINTENDENT. 

Captain: I have the honor to submit the following in regard to method employed in 
stopping leaks in a 10-inch battery : A channel was cut along the joints of blocks on the 
loading-platform level, also a few on top of battery. The channels were cut 2 inches 
wide on top, 3 inches wide at the bottom, and 2\ inches deep, viz: . 2 " 
the bottom covered one-half inch deep with Stockholm tar, then filled M? 

with mortar of 1 cement to 1 sand. This only proved satisfactory dur- Z_i 

ing cool weather, for during the heat of present summer the tar has 3 " 

been forcing out and battery leaking same as before in four or five places. 
Very respectfully, your obedient servant, 

S. W. Campbell, Superintendent. 

Capt. Edgar Jadwin, 

Corps of Engineers, U. S. Army. 



B B B 14. 

DEFENSES OF SAN FRANCISCO HARBOR, CALIFORNIA. 

[Officer in charge, Lieut. Col. Thomas H. Handbury, Corps of Engineers.] 
[Report of Assistant Engineer J. H. G. Wolf.] 

FOUNDATIONS AND FOUNDATION BEDS. 

Where battery sites in this harbor are on elevated positions, they 
are generally located on ridges where the foundation material is usually 
rock or shales tending to rock. An exception to this rule was found 
at the 12-inch disappearing gun battery at the point where most of the 
work has been concentrated the past few years. The site is elevated, 
but the surface dipped back from the face of the cliff, and the rock 
was about parallel with the surface, but 40 feetand more below. The 
soil overlying the rock was for the most part light-yellow cla}^, while 
some portions of it were a sandy clay. When excavated and placed in 
a spoil bank it settled 20 per cent and more, and it has since given a 
good deal of trouble where deposited as backfill on the right Hank of 
the battery. Manifestly a foundation bed of that character could not 
be depended upon to carry safely the loading designed for the work, 
the greatest being a concentrated load of about 30 tons per square foot. 
The entire area therefore was excavated to the grade of the bottom of 
the gun platforms, or about 3 feet 6 inches below the service room 
floors, and refilled with Portland cement, concrete (the only cement 
used for concrete on local works; it was mixed 1:3:8). No iron or 

eng 1903 152 



2418 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

steel work was added to lessen the quantity of concrete, for the reaso 
that there were no old rails on hand, nor could any be obtained in the 
market cheaply at the time. The course taken proved to be a good 
precaution, for not only was concreting prosecuted all through the 
winter months with perfect safety, but no appreciable settlement has 
since been detected anywhere in the emplacements. The planes 
between the different masses of masonry, to allow for expansion and 
contraction, were taken only to the floor level. 

Fine dry sand, compacted, has proven a splendid foundation bed at 
the mortar battery. In beginning concreting, a footing course of 10 
inches. of concrete was placed over the magazine area, which area was 
shaped something like the letter H. The footing course constituted 
the floor of the rooms. This concrete floor was placed in hot weather, 
and the natural action of expansion and contraction soon broke it into 
three main masses. The cracks came where the two vertical sections 
were joined by the horizontal. A crack also appeared along the middle 
line of the horizontal section, possibly because a slight depression, for 
3 feet in width, had been left there in which, later on, to place the track 
for the powder cars. When building the superstructure the mass was 
divided into three sections about on the lines where the cracks in the 
foundation appeared. The completed work, after standing nine months, 
shows not the slightest sign of a check or crack anywhere. The lines 
of junction between the respective masses can not be found in the gal- 
leries by a most critical examination. The range of temperatures in a 
mortar-battery magazine, when covered with 10 feet of sand fill, is 
slight; hence little or no expansion and contraction have occurred, nor 
has any settlement taken place even on so slight a foundation as 10 
inches of concrete. 

CONCRETE PLANT. 

The concrete plant for the batteries at the point where most of the 
work has been concentrated is described in the Annual Report, Chief 
of Engineers, 1901, page 863, and in the Report for 1902, Appendix 
Z Z, page 2472. 

The mixing plant has remained in its one position, at the 12-inch 
emplacement, for the construction of three other batteries. The quarry 
was extended to the westward during the year, so as to open up a new | 
ledge of stone. The quality of the stone has remained uniformly good; 
not more than 15 per cent of what is blasted from the face is wasted. 
The shaft of the No. 5 Gates crusher broke during the year, and when 
replacing it a corrugated crushing head was substituted for the smooth 
head. No further trouble has been experienced from this source. The 
corrugated head gives the better service. 

In the light of the experience gained in using a crushing plant with- 
out a screen while concreting with the " run of crusher," it is found 
desirable to install a ^first-class revolving screen. Making use of all 
the material from the crusher produces splendid concrete, but the 
ordinary workmen on the mixer platform can not be trusted to vary 
the proportion of sand to accommodate the different grades of crushed 
stone as the stone comes from the storage bin. Hence it is better to 
provide screens and suitable bins. Concrete, mixed in cubical mixer 
with just enough water added to make it mealy, has been hauled from 
one-fourth to one-half miles in four- horse wagons to three different 
batteries and there deposited. After reaching the batteries more water 
was added as it was being shovekd into barrows. No evil effects were 



APPENDIX B B B TECHNICAL DETAILS. 2419 

observed in the concrete by conducting the work in this manner, and 
it saved rearranging plant several times. It was cheaper to haul over 
the concrete than to haul each ingredient separately, particularly since 
iron tramways, with steam power, were used to transport the stone 
and sand to the mixing platform. 

WALLS AND ROOFS. 

All outside walls of the magazines and the parapets are made of 
concrete mixed 1:3:8. Bowlder stones have been embedded in these to 
the height of the ceilings. The concrete was deposited in layers 6 
inches thick, the beds of which slope to the front on an incline of about 
1 in 20. It was similarly deposited in the roofs, where the concrete 
was made slightly richer in fine material and in cement; no bowlder 
stone was placed in either roofs or bearing walls — walls supporting 
beams. The steel work to carr}^ the masonry of the roofs (placed 6 
inches above the ceiling of the rooms) has heretofore been I beams. 
A late mimeograph from the Office of the Chief of Engineers on the 
subject of rapid-fire emplacements permitted the use of twisted steel 
bars instead of beams, and this has been adopted as being much cheaper. 
A room of 12 feet width, the ceiling of which was supported in the new 
way by three-fourths-inch twisted steel bars spaced 1 foot centers. 

No extended use has been made of hollow tile placed vertically in 
the walls, excepting in 12-inch emplacements. The service rooms and 
shot galleries under the loading platforms are separated from the gun 
blocks by 6-inch tile. The 2-inch tile placed in the ceiling pitches 
from all sides into the wall tile. 

The use of a waterproofing course of tile, laid horizontally in the 
loading platforms, has proven a good measure. The concrete was 
brought up over the ceiling beams, floated to a fairly smooth surface, 
with planes pitching into the 6-inch vertical tile. When dried out 
somewhat, a layer of three-ply roofing felt, laid with asphalt and coal 
tar, was spread over the surface. Upon the latter was placed 2-inch 
tile. The concrete over the tile was from 10 to 18 inches thick. In 
the width of each platform (about 60 feet) it has broken into four dis- 
tinct, irregular-shaped masses, on lines radiating from the circular 
steps of the gun platform. The cracks have gone no farther than the 
tile. There has been no sign of moisture in any of the rooms during 
the past two winters, excepting at one point where the platform, in 
joining the traverse, was not properly constructed. The fault has 
since been corrected. 

As the emplacements recently built at this point have been dry in 
every room and gallery, the concrete of the walls and roofs has been 
proof against percolation, and since there is no condensation whatever 
in emplacements in this harbor, absolutely dry rooms, magazines, and 
galleries have been obtained. 

CLEANING IKON AND PAINTING. 

The position of some batteries on high ground overlooking the water 
causes them to be in the fog much of the time. The salt-laden air 
deposits its moisture on the doors and other exposed ironwork in such 
quantities that no protective coating is proof against it for more than a 
year. Exposed points, such as angles and rivet heads, give way first, 
and gradually the whole surface crumbles. No matter how skillfully 
the doors were cleaned with scrapers and steel brushes before erecting, 
a truly bright surface was never obtained, and could not be obtained. 



2420 EEPOET OF THE CHIEF OF ENGINEEES, U. S. ARMY. 

This was considered to be the prime cause for early rusting-; hence, 
when during- the year a sand-blast plant was purchased to clean gun car- 
riages which had arrived from the East in poor condition, the use of 
the blast was extended to cleaning all ironwork about .and in the bat- 
teries. The plant will first be described. A sketch of the sand hopper 
is given on the accompanying drawings, PI. I. 

It consists of a horizontal 6 by 6 by 6 inch steam-driven air com- 
pressor, with a common kitchen boiler, 12 inches in diameter, as the 
air-receiving tank. The sand hopper is a kitchen boiler 20 inches in 
diameter and about 60 inches high. In the dome of the boiler the 
flanged opening which was intended to admit the water connection was 
enlarged to 3 inches, and a 3-inch plug was screwed in. This opening 
served when charging the tank with sand. At a point about 20 inches 
above the concave bottom a cone-shaped hopper was inserted and riv- 
eted to the inside of the tank; the point of the cone was about 1-J- inches 
in diameter, and to it was riveted a piece of li-inch water pipe with a 
slit opening one-fourth by If inches, looking upward into the sand 
tank; the li-inch pipe was 20^ inches long, piercing the tank from one 
side to another, and it constituted the barrel of the valve mechanism; 
the valve-stem end terminated with a stuffing box and the delivery end 
with the one-half-inch sand-delivery hose. The valve was merely a 
hollow piston 1^ inches outside diameter, about 4 inches long, with a 
slot one-fourth by If inches on the upper side corresponding to the 
aperture in the enveloping C34inder. In operation the valve is drawn 
inward or outward to regulate the quantity of sand. The air pipe, 1 
inch in diameter, is from 200 to 300 feet long, giving a good working 
radius; the nozzle is of hardened steel, quite heav}^, as it wears consid- 
erably; the tips are three-sixteenths-inch tube steel, about 1 inch long, 
and when hardened in nitrate of silver and wearing to three-eights-inch 
diameter will last from two to three hours each. It is found best to 
operate with an air pressure of from 25 to 30 pounds. The first outlay 
for compressor, sand tank, and hose (omitting the air pipe), including the 
erection of the plant, was about $400, of which $265 is charged against 
the compressor. The Rix Engineering Company, 396 Mission street, 
San Francisco, Cal., devised the sand hopper and supplied the plant. 

After six months of running, more or less steadily, the plant is con- 
sidered a very satisfactory investment. It cleans the sheet-steel work, 
such as doors, at a cost of from 4 to 5 cents per square foot, in a man- 
ner which no hand labor can do at any cost. 

In the matter of paints it is found that red lead is superior to either 
graphite or a combination of graphite and lead. A priming coat of 
red lead on iron cleaned with tbe sand blast has weathered six months 
without any deterioration. 

Regarding "cold-water paints" for battery interiors, the experience 
of the six months is not any too favorable to them. Unless there is 
superior ventilation the animal matter, generally casein, used as a 
vehicle for the calcium salt decomposes along the floor line and in 
corners, and then gives off offensive odors. Where the walls have the 
necessary light and ventilation "asbestine" and "indeliblo" make nice, 
hard, white surfaces which do not rub. For magazines and interior 
chambers there is no surfacing to compare with whitewash, mixed 
with tallow, lye, and bluing. It may rub some, but the atmosphere 
of the room or gallery is sweeter and much more pure. "Sylvester's 
wash" has been successfully applied to exterior concrete surfaces which 
had been pointed — not plastered — six months or a year before. 



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APPENDIX B B B TECHNICAL DETAILS. 2421 

WATERPROOFING. 

The emplacements in this harbor have no condensation with which 
to contend, excepting in very rare instances in winter, when the iron 
doors will at times "sweat" on the interior. So the problem of 
obtaining dry rooms is simplified by having percolation only to provide 
against. 

The problem concerns two types of emplacements — (a) those with 
overhead earth cover and (b) those without. Water or moisture may 
enter from three directions — the roof, the walls, and the floor. 

Concerning the first type (a), there are several emplacements on the 
north side of the harbor of this character. The first two were built 
some years ago, very hastily, under the stress of war conditions. Thej^ 
are of the same style, with about 10 feet of earth cover of yellow clay; 
and while one has remained absolutely dry, the other has leaked in 
every room and passage since it was built. It is not known how the 
back filling was done. It is very probable that the roof surface was not 
properly finished off and painted. The percolation is entirely through 
the roof. Nothing has been done to correct the trouble; several esti- 
mates have been submitted with the annual "Preservation and repair 
estimates," but none has been approved. 

A later style of emplacement with vertical earth cover is now being 
built. (See PI. II, herewith submitted.) The sketch shows plainly the 
construction. Three-inch book tile is laid flat on a 3-ply felt, tar, and 
asphalt roof, and the cover is made of fine dry sand from the neigh- 
boring hillside. The same construction was adopted at the mortar 
battery, with the exception that S-shaped Spanish tile was used in 
place of the book tile and no roofing felt was placed under it. The 
Spanish tile was laid on a heavy bed of mortar, over the rough con- 
crete roof. In addition, when back filling, the tile was covered with a 
bed of straw; then coarse shale rock, 6 inches in depth, from the exca- 
vation of a near-by battery; after which the sand back fill proceeded. 
The method has proven very efficient in obtaining a dry battery. Its 
cost was approximately 23^ cents per square foot, while the estimated 
cost of the book-tile method is 16 cents per square foot. 

Concerning the second type (5), those with no vertical earth cover, 
various experiences have been had and various treatments have been 
resorted to. The 6-inch rock asphalt roof was removed from one of 
the earlier (1896) batteries, and 6 inches of good concrete was substi- 
tuted, then painted. (See Annual Report for 1901, p. 868.) The 
emplacements have since been dry. At another battery, where the 
foundations proved insecure and the masonry cracked badly, a tin roof 
was placed over the roof areas (see Annual Report for 1902, Appendix 
Z Z, p. 2474), a method which has proven ample to give good dry 
rooms. The roof of a battery built three years ago was painted with 
P. & B. paint, several-coat work. It never proved satisfactory; the 
oil seemed to evaporate, leaving the asphalt constituent to blow away. 
Moist spots appeared in the ceilings of the passage and of one room. 
The concrete at this battery was made from coarse broken stone, from 
which the screenings had been removed. It has since been considered 
that there was not enough fine material to make good masonry. Rub- 
bles tone in considerable quantities was also placed in the roof as well 
as in the walls; the concrete therefore is not wholly water-tight, but 
it is believed it will be made so by having an impervious roof cover- 
ing. The asphalt paint was removed during the past fiscal year and 



2422 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

replaced with boiled linseed oil and sand, as described in the succeed- 
ing paragraph. 

The roofs of all the later emplacements, as well as the tops of par- 
apet walls, have been given a sidewalk finish, without any joints what- 
ever, regardless of the extent of area. The surface is then given two 
coats of boiled linseed oil, allowing the cement to absorb all the oil it 
will take. The third coat consists of oil and Prince's metallic brown, 
and, while the paint is still wet, screened sand (No. 10 screen), care- 
fully dried, is swept over the surface. The paint dries slowly, and 
when finally hard the sand has become an intimate part of the roof 
covering. A year's service, with considerable walking on the roofs at 
one battery, has proven the treatment to be an excellent one. 

Little or no trouble has been experienced from dampness coming 
through the walls or floors. At one battery, where the side wall of a 
passage has a thickness of 4: feet and has a southern exposure in ele- 
vation, it is believed that water has been driven horizontally through 
the wall on the line of a cold joint (between two days' concreting) 
during heavy rainstorms. The wall has been lately treated with two 
coats of "Sylvester's wash." 

The method of obtaining dry rooms under loading platforms has been 
described under the heading "Walls and roofs." 

TRANSPORTING ORDNANCE. 

The transportation of ordnance, gun carriages and guns, has been 
done on this bay by contract by the Quartermaster's Department. The 
gun material has been taken on barges of from 18 to 24 inches draft. 
The barges were beached or taken along the side of wharves to dis- 
charge the material. The outer point of the harbor, however, presented 
a different problem. The swell on the ocean beach at all seasons of the 
year has made it unsafe to attempt landings on that side of the point, 
while the inner side has only small rocky beaches skirting the shore, 
with heights of several hundreds of feet to scale before reaching ground 
that is in any way level. The shore on the inner side is protected 
somewhat from wave action by the point, but it is not protected from 
the dead swell, which comes in almost every day of the year. Hence 
one of the beaches close in to the point, with a break in the cliff line 
immediately back of it so that the ordnance could be taken up a gulch, 
was selected for the barge landings. The rocky character of the beach 
is illustrated by the photograph herewith transmitted. 

Much blasting had to be done to remove points of rocks which were 
submerged at high tide, after which the contractor for the Quarter- 
master's Department constructed a landing cradle (or ' ' gridiron," as he 
terms it), to safely beach the barge, and to prevent it from drifting 
laterally while being unloaded. 

The cradle consists of an altar portion, two end cribs for weighing , 
down the altar, and side guides connecting the cribs with the shore. 
The altar was first built. Its construction is as follows: 6 by 12 inch 
planks, 8 feet long, were spiked to two 6 by 12 inch sill pieces to form 
the floor; 12 by 12 inch timbers, 50 feet long, were then built up on 
this floor, two in height, to form the sides. The structure was then 
floated into place at low tide, was sunk by filling with rock, after which 
the deck was nailed on.' Upon the two ends were built rock-filled tim- 
ber cribs. 6 by 6 feet inside dimensions, to the height of about 10 feet. 
The side guides, acting as shore anchors, joined these cribs and took 
the thrust of the wave action. The guides were 12 by 12 inches, 60-foot 




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APPENDIX B B B TECHNICAL DEVILS. 2423 

waling" pieces, with 4 by 12 inch plank sides driven into the beach to 
retain the rock till. 

The structure, as built, was not a success at the start. Beach shin- 
gle and loose rock was brought in over the altar by the waves and 
shoaled the inclosed area considerably. A single tide would level a 
day's work previously done in attempting to keep it free from accu- 
mulations. A portion of the planking and its rock fill was then removed 
from the westerly guide (as seen in the photograph) so as to permit 
the wash to escape. No more trouble was then experienced in keep- 
ing the area free from shingle. 

In taking the 12-inch gun (seen in the photograph loaded on the 
barge) up the gulch to level ground above, the contractor used the fol- 
lowing rigging. Two coils of 5i-inch manila rope were strung through 
four triple and two single blocks; on the ground above were four 

I capstans operated with four horses, each of the sets of two capstans 
taking the two ends of one bale of rope strung through one triple 
block attached to deadman above, and one triple block attached to the 

J forward end of the wood cradle on which the gun rested and one single 
block attached to the rear end of said cradle. In this manner the 
strain in the 16 ropes, while working, was the same as if the whole 

j weight were being raised with only 8 ropes, but it had the advantage 

' of double the speed. The slope was about 22£°, the weight 130,000 
pounds (gun and cradle), and assuming friction (in tackle and in rollers) 
to be 30 per cent, the weight actually drawn was 70,000 pounds, or 
8,750 pounds per single rope. The length of the slope was 470 feet; 

1 the gun was gotten up in about 12 hours' work, with a force of 12 men 

, and 4 horses. The gun cradle was carried on rocker shoes with maple 
facings; the rollers were 6 inch laurel; the way plank was 4 hj 10 inch 

I maple carried on heavy Oregon fir timber, supported by slight trestling 
over uneven ground where necessary. 

IN GENERAL. 

All fortification work in this district is done by the United States 
with hired labor and with hired teams, as it has been found to be most 
satisfactory. When workmen are trained to do good work, when their 
interests can be enlisted to do only the best, referring particularly to 
mechanics, the quality of the work obtained is more apt to be first 
class than when done by contract. 

The average annual rainfall in this district is from 16 to 21 inches. 
The usual range of temperature, annual, is from 37° to 85°; it is very 
rare indeed to have freezing weather, and likewise temperatures above 
90° in the summer or fall. 



B B B 15. 

I DEFENSES OF THE MOUTH OF THE COLUMBIA RIVER, OREGON AND 

WASHINGTON. 

[Officer in charge, Maj. W. C. Langfitt, Corps of Engineers.] 

Geneual: In connection with construction of two emplacements for 
10-inch guns on disappearing carriages, "Defenses, mouth of the Col- 
umbia River," I have the honor to state that certain details of construc- 
tion have been adopted, not shown on type plans, which seem worthy 
of record. These are shown on accompanying tracings sheets A to 
D, inclusive, and the following additional descriptions are added: 

Sheet A. — Speaking tubes for transmission of messages from telauto- 



2424 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

graph hooth to loading platform. — There has been introduced a new 
feature in connection with the transmission of messages from the 
booth to the loading platform by means of speaking tubes, placed as 
shown, that for azimuths terminating at the front of the gun platform 
and that for elevations just outside the booth. In the booth the speak- 
ing tubes are provided with funnel-shaped mouthpieces placed at a 
convenient height, with reference to the difference chart table under 
the telautograph, the idea being that the operator may transmit mes- 
sages to the guns without moving away from the table, one mouth- 
piece being labeled "elevation" and the other u azimuth." From 
experience in hydrographic surveying in reading off and recording 
angles, it is thought that the proposed arrangement of speaking tubes 
will prove much more satisfactory and be less liable to confusion than 
if the messages relative to both elevation and azimuth be transmitted 
through the sliding door. It is believed that open speaking tubes 
without mouthpieces at the loading and gun platforms will give bet- 
ter service than if mouthpieces were attached. Provision will be 
made, however, to attach, them, should they later be considered desir- 
able. A sliding shutter, with " peephole," is also provided, as shown. 
Sheet B— Rammer, cosmic, and firing wire and primer lockers — 
Rammer lockers: These have been located in the right traverse of the 
emplacements. They are made as small as practicable, but easily 
accommodate the number of pieces to be cared for, if properly placed. 
A double swing-up door is provided for each locker, and maybe held 
in open position by hooks, clamps, or other convenient method. It will 
be noticed that the doorplate passes inside of the angle iron when 
closed, thus preventing beating in of rain. Having a storage place 
for the rammers, sponges, etc., at the loading- platform level places 
them at the most convenient place for use, and prevents soiling the 
walls in taking them to and from the loading platform. 

Cosmic locker: Its location is shown with reference to the emplace- 
ments under construction, but it may be placed in any other suitable 
locality. It provides a place directly at the guns, where the principal 
cleaning materials and tools may be kept for convenient use, without 
having to carry them up and down stairs every time they are needed, 
with She usual soiling of the whitewashed walls. 

Firing wire and primer locker: This provides a fixed pkce where 
the indicated and other supplies needed in connection with firing cir- 
cuits may be kept and found. 

Sheet O— Sliding windows—This style of window is used through- 
out the emplacements. Its construction is plainly shown in the draw- 
ing. The frame in which is set the wire glass is of T and flat iron. 
The frame in which it slides or rolls is wood. This method of 
opening and closing the windows is considered superior to hinged or 
swinging windows. 'They were used in a 6-inch battery built two 
years ago, and seem to give better satisfaction than the old styles. 

Sheet B— Tamper for outside walls.— One source of leaks in emplace- 
ments which for a long time remained unsolved and which produced 
very persistent leaks was finally traced to joints caused by separation 
of layers in the concrete of the exposed perpendicular walls, generally 
within a few feet of the top surfaces, where the concrete is subject to 
the greatest variations in temperature. In cutting out these joints or 
separations to remedy the leaks, it was invariably found that they 
had an upward slope from the inside to face of wall, permitting the 
rain beating- against or running down the walls to freely enter the 






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APPENDIX B B B TECHNICAL DETAILS. 



2425 



concrete. These joints or separations are often very small, but they 
nevertheless cause very annoying leaks. In the drawing are shown 
the surfaces produced by the different types of tampers. The ordi- 
nary type of tampers soon has the square surfaces worn down to a 
decided rounding, which has been somewhat exaggerated in the draw- 
ing, producing the objectionable upward slope, which is further, and 
to^a great extent, aided by the tendency of the tamper to slant away 
from the form in tamping. The new type of tamper is intended for 
use against the forms of the outside walls. 

' Very respectfully, your obedient servant, 

W. C. Langfitt, 
Major* Corps of Engineers, U. S. Army. 

Brig. Gen. G. L. Gillespie, 

Chief of Engineers, U. S. A. 



B B B 16. 

NOTES ON PROJECTORS. 

BY EDWARD H. SCHULZ, FIRST LIEUTENANT, CORPS OF ENGINEERS, 

U. S. ARMY. 

Other things being equal, the range of illumination of a projector 
increases as the square root of its power. If the reflected rays must 
return to an observer near the projector, then the effective range or 
distance of visibility increases as the fourth root of the power. 



36 • 




Fig- A 



Let us now compare the 36- inch and 60-inch projectors. We will 
assume for the present that the angle of illumination is the same for 
each, that their focal distances are proportional to their diameters, and 



2426 REPORT OF THE CHIEE OF ENGINEERS, U. S. ARMY. 

that their watt efficiencies are the same. Assuming at the arc of the 
36-inch 130 amperes at 55 volts = 7,150 watts, and at the arc of the 
60-mch 200 amperes at 60 volts = 12,000 watts, we see that their powers 
will be as 7.15 to 12, or very nearly as 36 to 60; in other words, pro- 
portional to their diameters. Let us suppose that the 36-inch pro- 
jector will illuminate an object F at distance "a" to a brightness h, 
then the 60-inch will illuminate the same object at same distance to a 

1 
brightness of \ = -q h. As the illumination is inversely proportional 

to the square of the distance, the 60-i nch w ill illumine the object to an 

intensity h at a distance a 15 equal toy ^a; in other words, the ranges 

of equal illumination are as s/Jo fe to y/Q or ^60:^/36 = 1.29, and 
the range has been increased very nearly three-tenths. 

Let us now suppose the observer at O, at distance " a " from the 
object. The visibility or, in other words, the brightness on the 
retina of an observer at a unit's distance from the object will be ch, 
c being a constant coefficient representing the reflective capacity of 

the object F. The visibility at the observer O will then be — 

a 2 
Let us assume for the 60-inch the distance xa as one which will 

give the same visibility %- to an observer at O. The illumination 

iq h a 10 

at xa will then be 6 and the visibility at O will be c 6 h ; but 

x 2 (x 2 a 2 )x 2 

ch 
this latter must be equal to -j\ hence 

a 

9^-C~h _ v4 _10 _ VIq- _, _ /io 



a 2 



_6^ or x*=y, X =V ^ and xa= V^ a=1 ' 14 a > 



x*a 

or, in other words, the effective ranges or distances of equal visibility 
of different projectors are proportional to the fourth roots of their 
powers. In this case the effective range is increased about one- 
seventh. 

Going now to the projectors as actually constructed, we find the fol- 
lowing (seeM andN, Table II): The 36-inch beam has an angle of 
divergence of 2° 44', whereas the 60-inch has but 2° 2', the focal dis- 
tance in the 60-inch is proportionately less, and the watt efficiency 
greater, all three of the above conditions thus increasing the intensity 
of illumination. On the- other hand, there is a decrease of actual 
watts and a slight additional loss due to absorption by the atmosphere. 

Going now to Table II, we find that the illumination at 1,000 meters 
is 54.7 lux for the 36-inch and 161 lux for the 60-inch; the range of the 

60-inch for illumination of 54. 7 will be J^= times 1,000 meters = 1.71 

V 54. 7 
kilometers, or, deducting for absorption, the range will be about 
1,650 meters. To find the effective range or distance of visibility we 
have the square root of 1.65 = 1.29; in other* words, the effective 
range of the 60-inch as taken from Table II is about one-third greater 
than the 36-inch, although the diameter is nearly twice and the power 



APPENDIX B B B TECHNICAL DETAILS. 



2427 



almost half again as great. This same result is shown in Table I, 
column 13. If it were not for the much smaller angle of illumination, 

^2°44'Y_^164Y_^4V 
which increases the illumination ( gjo - ^/ J — V 122 y "~ V3/ a PP roxl ~ 

mately or almost twice, we see that the range of illumination and dis- 
tance of visibility would more nearly equal the values obtained in the 




theoretical case above cited, where all conditions were assumed the 
same, except the powers, which were proportional to the diameters. 

From the above we see that mere increase in power or size of pro- 
jector does very little toward increasing the effective range. It is only 
when the distances between projector, object and observer are properly 
related that marked advantages will result. 



2428 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY. 

It is well established that the angle between the projector, object 
and observer should be as large as possible up to 60°; it is not advis- 
able to go beyond 85°. Any angle over 20° will give excellent results. 
In Fig. B let y-z represent the channel to the harbor, and let F be the 
position of a vessel within the range of the shore batteries. Let S, 
S 15 S 2 , etc., and O, O x , 2 , etc., represent the positions of the projector 
or observer, the figures 12, 7, 13, etc., representing the relative dis- 
tances from F. 

Considering now the projector S and observer O, and representing 
its power by A, we see that the illumination of F will be proportional to 

— 2~, and the impression on the retina of the observer at O x may be rep- 

cA 

resented by --^ — — 2 ; in the same manner we find the values of visibility 

on the other lines as follows: 



Line. 

SF0 2 = 


Value of i 

cA 


visibility 

cA 


~12 2 Xl3 2 " 


"24336 


QtTM 


cA 


cA 


or U 3 - 


~12 2 Xl5 2 ~ 


"32400 


S,FO,= 


cA 


cA 


" 7 2 xl3 2 ~ 


" 8281 


Q TTTl 


cA 


cA 


C^-Cl^- 


7 2 Xl0 2 ~ 


" 4900 


g ~r?r\ 


cA 


cA 


b 2 hV 3 - 


~13 2 X15 2 " 


"38025 


Q. TTY^ 


cA 


cA 


b 2 ^(J 4 - 


~13 2 Xl0 2 ~ 


"16900 


G T7f"l 


cA 


cA 


b 2 *<J 5 - 


" 13 2 X5 2 " 


" 4225 


S 2 F0 6 = 


cA 

" 13 2 X 10 2 " 


cA 
"16900 


Q TTM 


cA 


cA 


b 3 rJU 4 - 


~I5 2 Xl0 2 " 


"22500 


Q T?0 


cA 


cA 


o 3 r VJ 5 - 


~15 2 X5 2 " 


" 5625 


Q T70 


cA 


cA 


b 3 I^U 6 - 


~15 2 Xl0 2 " 


"22500 


S 4 F0 5 = 


cA 


cA 


" 10 2 X 5 2 " 


" 2500 


C T?(\ 


cA 


cA 



>A rw o-10»Xl0 2 *~ 10000 



APPENDIX B B B TECHNICAL DETAILS. 2429 

Q T^/^ c A _ cA 

0**^7- 10 2 X8 2 



6400 

^5^^6- 5 2 xl0 2 "2500 



S R FO,=- 



cA cA 



S„FO„= 



5 2 X8 2 ~~ 1600 
cA cA 



6-^ 7 - 102><82 - 640Q 

From the above we see that the most favorable com! 'nation is 
eA cA 

S 5 F0 7 = ~iqqq and the worst is S 2 F0 3 = 3^25. In the latter case 

the sum of distances is 28, in the former it is 13, yet their visibilities 
are about as 1 to 24. 

In the case of S 5 F0 7 the light and observer may be interchangeable, 
having no effect on the visibility. There are, however, other consid- 
erations, the light being retained at S 5 on account of the greater pro- 
tection available. On the other hand, if placed at 7 it has a greater 
range to the south. We thus see that the light and observer should 
both be advanced as far as possible, and that the product of the squares 
of the distances to the most probable field should be a minimum. 

Taking now the lines S^O,,, S 4 F0 6 , and S 3 F0 5 , we see that the sum 
of the distances is in each case 20; the values of visibility are, however — 

I 1 , 1 1^ , _i_ . _J_ 

V X 13 2 ' 10 2 X 10* anQ 15 2 X 5 2 0r as 8281 t0 10000 to 5625' 

< We thus see that S3FO5 is decidedly the best line of the three, the 
visibility being nearly twice as great as on the line S 4 F0 6 . 

Hence we see that for the same sum of distances the most favorable 
positions are those which will cause the product of the squares of the 
two distances to the most probable field to be a minimum. 

In the case of the line S 4 F0 6 , in which both legs are equal, if we 
double the power S to 2S the illumination of F will be doubled also, 
and likewise the visibility. If, however, we wish to advance F to a 
position F 1? so that its new visibility with 2S will equal its old at F, 

with S, we can advance F only to a position F x = 2 X 10 = 11.9 from 

S 4 , or to a distance of 1.9 from F, about one-fifth of the original 
distance. 

If the legs are unequal and we increase the power, the effective 
range will also increase, but in absolute distance less than with equal 
legs whose sum is the same, because as the range increases the legs 
approach equality. 

In the case of unequal legs, advancing one station (shortening one 
leg) will not advance the point F to the same extent. 

In general it may be laid down that the angle between projector, 
object and observer be from 20° to 60°, and that each distance be as 
short as possible, so that the product of their squares is a minimum. 

The meter candle or normal candle is 0.97 of the English candle; its 
power is called "pyr" and its illumination at a meter's distance is 



2430 EEPOET OF THE CHIEF OF ENGINEEES, U. S. AEMY. 

II 

called a " lux." Full sunlight is about 80,000 lux and bright moonlight 
0.16 lux. Illumination for effective searching should be oiie-half to 

1 lux. 

The increased cost of the 60-inch projector is due to the great care 
required in the construction of the parabolic mirror, as yet not made' 
in this country. 

To overcome this difficulty, it might be possible to mount two 36- 
inch projectors on one platform side by side, adjusting them so that 
their beams will be parallel or slightly converge toward each other. 
They could then be moved in elevation or azimuth together. 

There are several marked advantages of this arrangement: 

1. The cost of the two projectors would be much less than the one 
60-inch projector. 

2. They could be used singly or together, especially important if 
the mechanism or arc of one lamp becomes injured. 

3. Being placed side by side, less useful light is lost in the vertical 
direction and more gained horizontally. 






APPENDIX B B B TECHNICAL DETAILS. 



2431 



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APPENDIX B B B TECHNICAL DETAILS. 2433 

RIVER AND HARBOR WORKS. 
B B B 17. 

REPORT ON EXPERIMENTS FOR DESTRUCTION OF THE WATER 
HYACINTH IN THE WATERS OF FLORIDA. 

[Officer in charge, Capt. Francis R. Shunk, Corps of Engineers.] 

United States Engineer Office, 

Jacksonville, Fla., September 11, 1903. 

General: In compliance with Department indorsement dated 
August 22, 1903, I have the honor to submit the following report on 
the use of the Harvesta chemical compound for destroying the water 
hyacinth and the experiments which led to its adoption. 

Experiments with steam, petroleum, and various chemicals were first 
undertaken in 1898, after experience had shown that mechanical methods 
of killing the plant were so expensive as to be impracticable. These 
experiments were made at Palatka, Fla., and were, briefly, as follows: 

(1) A tract of hyacinths was sprayed with a 50 per cent solution of 
commercial hydrochloric acid. The tops of the plants died in an hour, 
but the bulbs and roots showed no change and after thirty days had 
put out new growth. 

(2) Undiluted commercial hydrochloric acid was used. The tops 
were killed at once, but the bulbs and roots were uninjured, as in the 
first experiment. 

(3) A selected plant was exposed to a jet of steam and hot water at 
70 pounds pressure. While the top was killed the bulb seemed to be 
uninjured and after a time put out new growth. 

(4) A tract was treated with a 50 per cent solution of commercial 
sulphuric acid. Results as in experiment No 1. 

(5) Undiluted commercial sulphuric acid was used. The results 
were entirely similar to those of experiment No. 2. 

(6) Crude carbolic acid was used in solution. This was no more 
successful than the hydrochloric and sulphuric acids. 

(7) A tract of plants was sprayed with petroleum. They were 
entirely uninjured. Subsequently an attempt was made to burn the 
plants which had been so sprayed. This was unsuccessful. 

Negative results only were obtained from this series of experiments. 

The next substance tried was common salt. It had been observed 
that the hyacinths which drifted down the river died after reaching 
salt water. Solutions of salt of various strengths were applied, and it 
was found that the plants were killed by a saturated solution. The 
solution, however, was too heavy to be used as a spraying mixture. 
It was improved by the addition of quicklime, which caused it to spray 
readily and also appeared to increase its destructive effect. Enough 
quicklime was added to make a good spraying mixture; the propor- 
tion is not recorded. 

This method was successful so far as killing the plant was concerned. 
Its cost, however, was great, being about 2 cents per square yard, 
$96.80 per acre, or $61,952 per square mile. This is probably a low 
estimate, no allowance having been made for interest and depreciation 
of plant or for contingent expenses. As there were many square miles 
of the hyacinths, the cost of this method was deemed prohibitive. 

As sea water is far from being a saturated solution, and the plants 

eng 1903 153 



2434 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

certainly died in sea water, further inquiry was made into the probabl 
cause of their death. Although no certain conclusion was reached, 
there is some reason to believe that those substances in solution or 
suspension upon which the plant feeds are precipitated in sea water; the 
plant then dies of starvation. In order to produce this effect in a 
river or lake enough of the solid ingredients of sea water would 
probably have to be added to make a solution approaching sea water 
in strength. This is out of the question, except in the smallest land- 
locked pools. 

Matters were in this state, no satisfactory method having been 
found,- when the Harvesta chemical compound was brought to the 
notice of this office. It had been used by private parties in Louisiana 
and was said to have been successful. The Harvesta Company furnished 
a quantity of the compound, and experiments were made at Bridgeport, 
Fla., in August, 1900. At this place there was an inlet filled with 
hyacinths, closely packed together and not likely to drift away. 
Tracts of 12 square yards were marked off and sprayed with the 
liquid. There was no variation in the strength of the solution or 
mixture, but different quantities were applied to the different tracts — 
to one, half a gallon; to another, 1 gallon, etc. The plants were 
carefully observed for several weeks. 

These experiments showed that the compound was certainly and 
quickly fatal to the hyacinths. They began to wither at once; the 
packs in a few days contracted and broke up, and in two weeks the 
whole mass was well advanced in decay. 

It was also found that the best results were obtained with 1 gallon 
of the liquid to 12 square yards. With less than this amount some of 
the plants were not killed and had to be sprayed again. More than 
this quantity was useless. 

Assuming the above proportion, 1 gallon to 12 square yards, the cost 
was estimated at about one- third of a cent per square yard, $16.13 per 
acre, or $10,325.33 per square mile. This is one-sixth the cost of the 
salt treatment and, it is estimated, about one-tenth that of any mechan- 
ical process so far tried. These results were so favorable that the 
compound was recommended for adoption. 

The Harvesta chemical compound is a patented article. The active 
ingredient is arsenic acid. The patent covers a wide variety of com- 
binations, and the exact composition of the compound as used is 
unknown. It is believed to be rather a mechanical mixture than a true 
compound. In physical form it is a powder resembling common salt. 
It is not by itself entirely soluble, and must be digested with other 
substances in order to produce a liquid suitable for spraying. Two 
methods of preparation have been used on this work. 

First method. — The mixture was made in two tanks, each holding 
5,000 gallons. In each tank were placed 233 pounds of the dry com- 
pound and 233 pounds of saltpeter and enough water to fill the tanks. 
Steam at 70 pounds pressure was then introduced by a pipe, the liquid 
brought to a boil and kept so for about five hours. As a result of 
this treatment the compound was largely dissolved, and such fine par- 
ticles as were undissolved remained in suspension. 

Second method. — Bicarbonate of soda is substituted for saltpeter. 
The soda and the compound are believed to enter into true chemical 
combination; at any rate, the resulting liquid is a true solution. The 
long time and great dilution necessary in the first method to bring the 






APPENDIX B B B TECHNICAL DETAILS. 2435 

undissolved particles into suspension may therefore be avoided. The 
mixing is done in a tank holding 200 gallons. One hundred and 
twenty-live gallons of water are put into the tank, and 466 poundsof 
bicarbonate of soda are added, bteam is introduced in order to facili- 
tate solution. Four hundred and sixty-six pounds of compound are 
then added, a bucketful at a time. There is considerable effervescence 
and care must be taken to prevent boiling over. The resulting liquid 
measures 150 gallons. After complete solution, which requires about 
forty minutes, 50 gallons of water are added to facilitate pumping. 
The liquid is then pumped into the spraying tanks and mixed with 
9,800 gallons of water. m - 

The second method requires less time, is more economical of steam, 
and the resulting liquid appears to be more rapid in its action. The 
first method is no longer used. 

For spraying purposes a small steamer, 7 feet draft and 67 feet 
long, is fitted up with two mixing tanks, capacity 200 gallons each; 
three spraying tanks, aggregate capacity 10,000 gallons, and a duplex 
Knowles pump, capacity 80 gallons per minute. The liquid is pumped 
into two rubber hose pipes, with spraying nozzles directed by hand. 
The total cost of the plant was $6,345. 

Actual work of spraying began on November 10, 1902, but owing 
to various interruptions there were only eighty working days during 
the fiscal year ending June 30, 1903. In all, 242,503 gallons of the 
liquid were used, and about -2,910,000 square yards of hyacinths were 
sprayed. 

The arrangement made with the Harvesta Company is as follows: 
The company is to furnish the compound and all hose, spray pipes, 
heads, and nozzles; also a competent man to direct the mixing. The 
United States is to furnish boat, tanks, pumps, steam, and water, and 
subsistence and quarters for the company's employee. The price paid 
is 3 cents per gallon of the mixture prepared for spraying. 

The cost of spraying during the past fiscal year was greater than it 
will be in future, as the expenses of the boat continued during interrup- 
tions. The probable cost in future may be estimated as follows. The 
records show that the average day's work was 36,375 square yards. 
Assuming 240 working days in a year, this gives a yearly total of 
8,739,000 square yards: 

8,730,000 square yards, at $0.0025 $21,825 

Interest and depreciation of plant, at 16 per cent - 1 , 015 

Pay roll and office expenses, $450 per month 5, 400 

Subsistence, at $150 per month 1, 800 

Fuel, at $50 per month 600 

Miscellaneous expenses - 600 

Total 31,240 

$31, 240 --- 8, 730, 000 = $0.003578 per square yard = $35.78 per 10^000 square 
yards = $3.98 per square of 100 feet = $0.00428 per square meter. 

The expectations based upon experiment have been fully realized in 
practice. So far as present knowledge goes, the Harvesta compound 
affords the cheapest, quickest, and best means of destroying the 
hyacinth. Indeed, it is the only method which is at all practicable. 

' The benefit to navigation has been- great, but no progress has been 
made toward exterminating the hyacinth. The plant has obtained 
such a foothold and propagates so rapidly that its extirpation would 
involve an immense outlay and a great number of boats working 



2436 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

simultaneously at different points. Even then, some of the vast 
swamps ^ where the hyacinth abounds are so inaccessible that total 
extirpation is probably out of the question. However, a stream might 
easily be kept free of hyacinths if work were begun as soon as the 
plant made its appearance. 

It remains to consider the effect of the compound upon animal life. 
Since arsenic is a chief ingredient, it was feared that spraying might 
destroy fish, and also that the sprayed plants might be fatal to cattle. 

No dead fish have been observed after our operations, and as they 
abound in the St. Johns River and its tributaries, it may be assumed 
that such poison as reaches the water is sufficiently diluted to be 
harmless. 

It is otherwise as regards cattle. The water hyacinth makes excel- 
lent fodder, and is much eaten by cattle, especially in winter when 
little else is available. It was hoped that the sprayed plants would 
have a disagreeable taste, so that the cattle would avoid them. They 
probably do so when other food is available, but when it is a choice 
between sprayed hyacinths and nothing they will eat the hyacinths. 
Many deaths during the past winter were attributed to this cause. 
The cases reported were carefully investigated, and it appeared that 
while in many instances the deaths were probably due to something 
else, there were a number of cases in which the sprayed plants were 
strongly indicated as the cause of sickness. An experiment was there- 
fore made at Palatka in May, 1903. A young cow was provided by 
the Harvesta Company, and her diet restricted to sprayed hyacinths. 
She became sick, with substantially the same symptoms as had been 
reported in other cases, but subsequently recovered. It was concluded 
that the compound was certainly injurious to cattle. What the injuri- 
ous ingredient might be was not, however, equally clear. The symp- 
toms did not appear to be those of arsenical poisoning. The kidneys 
appeared to be involved, and there was some reason to suppose that 
the saltpeter used in the mixture might be to blame. It was found 
further that the saltpeter was the ordinary commercial article, and 
contained a great deal of common salt as an impurity. This would 
perhaps explain why the cattle ate the sprayed plants. In order to 
prevent the cattle from eating the plants a little crude petroleum was 
added to the spraying mixture. This was not successful. Its odor 
disappeared in a short time, and its only effect was to diminish the 
action of the compound. 

The use of saltpeter has now been discontinued, and bicarbonate of 
soda is_ used in its place. It is hoped that the new mixture will be 
more distasteful to stock, and also that it may not be injurious. No 
complaints have been received since the change was made, but they 
are scarcely to be expected at this time of the year. Authority has 
been obtained to make further experiments with cattle, but this has 
not yet been done. ^ 

It may be added that the compound appears to be fatal to all vege- 
table life. Brush and trees along the banks, which are accidentally 
sprayed, always die in a short time. 

Very respectfully, your obedient servant, 

Francis R. Shunk, 

Captain, Corps of Engineers. 
Brig. Gen. G. L. Gillespie, 

Chief of Engineers, U. S. A. 



APPENDIX B B B TECHNICAL DETAILS. 2437 



B B B 18. 

TECHNICAL FEATURES CONCERNING IMPROVEMENT OF MISSOURI 

RIVER. 

[Officer in charge, Capt. H. M. Chittenden, Corps of Engineers.] 

Character of improvement works. — In a work like that on the Mis- 
souri River, a stream sui generis in the strictest sense of the words, 
methods of improvement must necessarily be the outgrowth of expe- 
rience. It is no criticism upon the engineer that methods which 
seemed a priori certain of success have proved by experience to be 
failures, and in passing judgment upon the relative value of different 
methods this fact should be kept in mind. 

******* 

From the nature of the two classes of work revetment is more per- 
manent than dike work. The latter, being largely of wood, partly 
beneath the water and partly above, must inevitably fall by natural 
deca} 7 in a comparatively short time. Revetment work has no perish- 
able material above water, and is therefore exempt from the processes 
of decay. Dike work is exposed to the direct onslaught of the river, 
with its ice and drift and rapid current. The revetment rarely, if 
ever, receives the attack directty, but at such an oblique angle that it 
glances off with comparatively little impression. Dike works are 
avowedly for the purpose of changing the flow of the river; their 
influence is far-reaching; the current may be thrown against other 
banks, causing new destruction and giving rise to just complaint. The 
revetment never has this effect, but, on the other hand, tends to hold 
the river in its existing channel. 

Below are given condensed specifications for the construction of 
both revetment and dike work as practiced on the Missouri River. 

Standard permeable dikes. — Permeable dikes are employed where it 
is desired to contract the river or to force it to any desired position, 
or to fair out the shore line, advantage being taken of the fact that in 
high water the river carries in suspension a large quantity of sedi- 
ment which it deposits at points where the current is checked. These 
dikes consist essentially of, first, a system of piling driven in rows 
a short distance apart and braced to resist the action of the water or 
of ice and drift; second, a woven willow foot mattress to prevent scour, 
and, third, screening extending from the top grade line of the dike to 
the bottom of the river, to cut off a portion of the flow of water 
through the dike, thus causing the current to slow up and deposit a 
portion of the sediment carried in suspension. The dikes are run out 
level with the top of the bank, or 2 feet above standard high water, 
to near the standard high-water contour of the proposed rectified 
shore and from there sloped down to as near 2 feet above standard low 
water as the stage of river at the time permits. 

When located on the bar side of the river, or the convexed side of 
bends, the exposure is generally or at least frequently such that the dike 
is made of increasing strength from the bank out; i. e., commencing 
at the bank with 1-row work and changing successively to 2-row, 
3-row, and 4-row work as the exposure increases with distance. 



2438 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

When located on the concave side of bends the dikes, on account 
of the exposure, are seldom of lighter construction — fewer rows of 
piling — at their bank ends than at their stream or outer ends, and 
in some instances the heaviest construction is near the bank. This is 
found necessary wherever the thalweg lies close in to the bank and 
pile penetrations are limited by excessive depth of water, impenetra- 
ble bottom, or other cause. The lower dikes of a group are made of 
lighter construction than the one farthest upstream, excepting that 
portion of each which projects beyond the influence of the dike next 
above it. 

The construction of the 3-row dike, which is the type in most gen- 
eral use on the river, is shown on the accompanying drawings. 

The piles are driven in rows 10 feet apart from center to center, 
being about 10 feet apart in the rows. Additional piles are driven at 
the outer end, as shown. The axis of the dike is perpendicular to or 
inclined to the bank, as local conditions may require. Yellow pine, 
oak, and cottonwood piles, not less than 14 inches or more than 19 
inches in diameter at the butt and not less than 8i inches in diameter 
at the point, are used, and they are driven to a penetration of 25 feet. 

The foot mattress is woven from the shore to the outer end of the 
dike, either before the piles are driven or immediately afterwards, 
before the bracing is put on. The mattress for a 3-row dike is 60 feet 
in width, extending 25 feet above the dike and 15 feet below, and is 
woven and strengthened with wire strands, as described in the con- 
struction of revetment. At the shore end it is extended upstream 20 
feet and at the outer end it is widened to 95 feet. When the dike 
piles are driven before the mattress is woven it is necessary to use, in 
addition to the barge above the dike, a small barge below and small 
punts between the rows of piling. Anchor piles are driven at inter- 
vals about 60 to 80 feet above the upper edge of the mattress, and 
cables from these hold the mattress in position during construction. 
After the mattress is completed it is loaded with rock to an average 
thickness of 3 inches and sunk to the bottom, the upper 10 or 15 feet 
being more heavily loaded than the remainder, to prevent the rolling 
of the upper edge by the force of the current. 

The following system of bracing is used: Waling pieces parallel to 
the axis of the dike and nearly parallel to the water surface are bolted 
near the top of the piles in each row and near the water surface of the 
upper and middle rows. Direct braces perpendicular to the axis of 
the dike and nearly parallel to the water surface are bolted near the 
tops of the piles of each bent and also near the water surface, the 
upper ends being placed for protection immediately against the waling 
pieces. Two diagonal braces are fastened directly under the upper 
wales on each alternate pile of the upper row, extending diagonally to 
the lower row and being fastened to the piles in the lower row near 
the water surface. The upper end of one of each pair of diagonals is 
extended so as to protect the end of the other. Extra bracing is put 
on at the outer end of the dike. The sizes of the pieces of bracing 
used are shown on the drawing. Bolts three-fourths of an inch in 
diameter are used for bolting the bracing to the piles. 

After the dike is braced the screening poles are put on, the lower 
ends being trimmed to a point and pushed well through the foot mat- 
tress and the upper ends being nailed to the upper and lower waling 
pieces of the middle row of piles. The screening poles are from 1£ to 




Prepared and drawn bv 

Batbum Smith, 
U.S. AwUrtant Engineer. 



Eng 58 1 



c 




Eng 58 1 



APPENDIX B B B TECHNICAL DETAILS. 



2439 



2£- inches in diameter at the top and from 2 to 4 inches in diameter at 
the butts. A pile supported at one end by the middle pile of the inner 
bent and at the other by a pile head planted at the top of the graded 
bank is placed, in order that the screening may be continued to the top 
of the bank. The screening poles are spaced so that about one-half of 
the section is cut off at the inner end of the dike and about one-quarter 
at the outer end, the spacing varying as nearly uniformly as possible 
between these points. At the shore end of the dikes the bank is graded 
to a slope of 1 to 2 and revetted to the top of the bank, or 2 feet 
above standard high water. . 

In cases where circumstances prevent the procuring or use of poles 
for screen work wire netting is placed in front of the upper line of 
piling. Area of mesh, about 24 square inches. 

After the outline of the accretions becomes defined, or within a 
period of three years after the completion of the dike, that portion of 
the dike beyond the accretions is reenf orced by filling in with mattress 
and stone, to form a submerged spur extending on an approximately 
uniform slope about 40 feet beyond the dike head. 

Filling blocks.— All double-direct braces are provided with filling 
blocks 30 inches long, fitted close up to the pile at each end of the 
brace, and held in place by two three-fourths-inch screw bolts. The 
object of this device is to relieve or reenforce the bolts which fasten 
the brace to the pile. 

Strand ties.— The use of wire strand ties to transmit stress from 
the top of dike in the lower row to the base of the structure at the 
upper row adds a measure of stability previously obtained by the 
more expensive method of double-system bracing or additional row of 
piles. The ties are of several parts of three-eighths-inch strand, or one 
■ or more parts of three-fourths-inch strand as indicated by the stress. 
They are usuallv attached to the upper pile before driving, at a point 
that when driven will be on or near bottom, a round turn being taken 
on the pile and the bight of it fastened there by a staple; if a single- 
part tie, the short end is clipped on the other close up to the pile, and 
the tie, whether of one more parts, is then lashed up alongside of the 
pile until the mattress shall have been sunk in place, when it is made 
fast at the top of the pile in the lower row. 

COST OF DIKE CONSTRUCTION. 

Consolidated bill of cost of constructing 550 linear feet of three-row dike on the Omaha 

reach, season of 1900. 






Classification. 



Piling (pine piles) linear feet. 

Bracing (pine lumber), bolts, spikes, etc. 

feetB. M 

Mattress weaving and screening: 

Brush and poles cords. . 

Strand (f), galvanized pounds 

Ballasting (stone) tons. . 

Grading and paving bank 

Inspecting and handling materials 

Steamboat service (towing) 

Incidentals 



Quantity. 



Cost per 
item. 



Cost of 
material. 



Total cost of 550 linear feet of dike, 
at $10. 92 per foot 



9,006 
14,989 

247. 

4,180 

391. 



$0.22 

a 15. 24 

1.27 

.665 
1.12+ 



*1 



978. 43 
228. 50 
165. 59 

314. 42 

277. 97 
439. 47 



Labor, 
fuel, etc., 

in con- 
structing. 



Percent- 
age of 
total cost. 



$388. 62 
281. 57 

407.47 
95.00 



39 
11 

17 

9 
1 
8 
10 
5 



Total 

cost. 



100 



$2,367.05 
675. 66 

999.86 

534. 47 

48.71 
502. 50 
584. 59 
293. 32 



6, 006. 16 



a Per 1,000. 



2440 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY. 

e Revetment is used to protect the river bank from erosion. It con- 
sists essentially of paving with rock the portion of the bank above low 
water and protecting the portion of the bank below low water from 
erosion and undermining by means of a woven willow mattress weighted 
with rock. The mattress is extended beyond the foot of the bank a 
distance, depending on the depth of the water, sufficient for protection 
against any scouring action of the river, the woven mattress being 
elastic and adjusting itself readily to changes in the bottom. 

Standard revetment as constructed on the Missouri River is shown 
in detail on the accompanying drawing. 

In protecting a bank by revetment the work is taken up in the fol- 
lowing order: First, bank grading; second, weaving mattress; third 
sinking and ballasting mattress; fourth, paving and spawling upper 
bank. 

Banh grading '.—The upper bank is graded between the water sur- 
face existing at the time and the 2-foot contour above standard high 
water, to a slope varying from 1 on 2 to 1 on 3i or flatter, in special 
cases, depending upon the character of the material composing the 
bank and the attack to which it is exposed. The grading is best°done 
by a hydraulic jet. Care is taken not only that the graded slope shall 
be smooth and free from ruts and gullies, but that no part of it above 
water shall be formed of tailings. The settlement of tailings leaves a 
shoulder on the bank which, unnoticed or not properly treated, invites 
destruction of the upper bank work. Partly on this account, the best 
revetment can be constructed when the stage of river is lowest. 

The hydraulic grading outfit in its latest development consists of a 
grading boat having a hull 20 by 80 feet on which there is a com- 
pound condensing steam pump of the packed-plunger pattern having 
a capacity of about 600 gallons a minute at a piston speed of 100 feet 
per minute; a steam capstan at the pump end of the boat for use in 
moving the boat and for light snag pulling or grubbing; a hand cap- 
stan at the other end of the boat, and a boiler for steam supply. The 
pump and boiler are inclosed with a cabin, which provides sleeping 
quarters for the crew. A mast at each corner of the pump end of the 
cabin is used to operate a boom in which the discharge hose is carried 
ashore on either bank. 

The pump gets its water supply through a screened suction pipe in 
a screened well within the hull. The discharge is carried in a 6-inch 
iron pipe from the pump to both gunwales, at the foot of the masts, 
for use on either bank of the river. The one not in use is capped. 
From the boat to the play pipe ashore the water is conducted in 4-inch 
rubber hose, 75 feet of it being required under ordinary conditions. 

The play pipe at the shore end of the hose is of copper, 4 feet in 
length, and tapers from 4 inches in diameter at the hose to 2 inches at 
the nozzle end. It is operated by a wooden lever about 8 feet long, to 
which it is fitted and strapped. The lever is held against recoil and 
given full movement in all directions bv means of a gimbal which sets 
at an elevation of 16 to 20 inches above" grade in a 2-inch gas pipe that 
is driven firmly into the earth. 

^ The jet is played upon the bank at close range. The form of nozzle 
tip that gives the best results, the most compact, solid jet, is cylindrical 
for 2£ diameter back from the orifice, and thence to the play pipe con- 
nection conical. The cylindrical surface of the tip should be kept 
highly polished^ With the pump working at full capacity and an 
average bank, a jet li inches in diameter gives the best results. 



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STANDARD REVETMENT 
UPPER MISSOURI RIVER 

Drawn under the direction of 
CATTA1N H.M.CHITTENDEN. 

Corps of Engineers. USA 






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Prepared and driwn by 

Bithurat Smith, 
O. S. A »i man I Engineer. 



Bug 58 1 



APPENDIX B B B TECHNICAL DETAILS. 2441 

At a cost of about $15 per day a grading crew with this jet will move 
from 500 to 1,800 cubic yards of earth in a day, the amount depending 
upon the character of the bank and the slope to which it is graded. 

It is believed that there should be added to each hydraulic grading 
boat a hydraulic dredge operated by a centrifugal pump to enable the 
grading of the bank to be carried on below the water's edge. One of 
the weakest points in the revetment system is the irregular position 
of the subaqueous mattress due to irregularity of the bottom. 

Mattress weaving and anchoring. — The mattress, 70 to 90 feet wide 
and 12 inches thick, is woven continuously downstream on a barge 
fitted up for the purpose, lying normal to the bank, the inner edge of 
the mattress extending about 4 feet from the water's edge up the sloped 
bank. 

A specially designed boat, 25 by 70 feet, is used in mattress weaving. 
The lower gunwale of this boat is high, the upper one low, and raked 
to offer less resistance to the current. From the upper gunwale a 
calked platform, 13i by 66 feet, rises on a slope of 1 on 3J-, giving a 
working surface for the weaving. On this sloping platform are placed 
launching ways of 3 by 8 inch stuff, spaced from 6 to 10 feet apart. At 
either end of the platform outriggers are built for carrying the mat- 
tress beyond the width of the boat. At the rear end of the launching 
ways and on a level with their tops a brush platform, 12 b} 7 66 feet, 
extends lengthwise the boat. Its lower edge is flush with the lower 
gunwale of the boat and it is supported 8 feet inboard by stanchions. 
The boat is stiffened longitudinally by a truss. 

On the sloping ways of this boat the mattress is woven. When the 
mattress has been woven to the top of the ways, the barge is pulled 
downstream from under the mattress until the edge of the completed 
mattress rests on the lower portion of the ways; weaving is then 
resumed where it was left off and carried on until the top of the waj^s 
is reached again. A continuous mattress is thus secured. 

Straight, freshly cut willows, not less than 12 feet in length and from 
three-fourths to 2i inches in diameter at the butt ends, are used in 
the mattress. One cord of willow brush will make about 140 square 
feet of mattress 1 foot thick. These willows grow on the sand bars 
formed by the river and are the best material for the mattress, being 
very pliable. 

For starting the mattress a continuous bundle of willow brush 12 to 
14 inches in diameter is made of a length equal to the width of the 
mattress and well wrapped with wire strand. Into this bundle the butts 
of the willows are forced at an angle of about 35 with the axis of the 
mattress. The mattress is woven very much as straw is plaited for 
various purposes, three to five willows being used in carrying the 
stitch. The ends of the willows projecting over the inner and outer 
edges of the mattress are turned in and well woven into the mattress, 
forming strong selvage edges. The brush for weaving is brought in 
wire bundles and laid crosswise, butts upstream, on the platform of the 
mattress boat. The bundles are then opened and the brush is passed 
one or more pieces at a time to the weavers. 

To give additional strength to the mattress, and for the purpose of 
anchoring it to the bank, a system of galvanized- wire strands, running 
lengthwise and crosswise of the mattress, is used. Both longitudinal 
and transverse members are composed of two f -inch strands each, made 
of No. 11 wires. One of these strands lies wholly underneath and the 
other wholly on top of the mattress. Both longitudinal and transverse 



2442 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 



wires are spaced 10 feet apart. All the longitudinal members are pai 
out under tension, as the mattress is made, from reels on the mattress 
boat, the top strand of each longitudinal passing through a fair leader 
suspended some 18 feet above the brush platform. 

There are also transverse members of two -f-inch strands each, 
extending one strand on top of the mattress and the other directly 
underneath it, from the outer selvage edge to deadmen on top of the 
bank back of the graded slope. They are laid out about normal to the 
axis of the mattress at a distance apart of 10 feet measured along this 
line. The transversals are run out from a reel on shore, the bottom 
part first, enough strand being pulled through past the outer selvage 
of the mattress to reach ashore when laid back on top of the mattress. 
Both parts of the transversals are laid just after the weavers pass the 
line, so that they are not woven into the body of the mattress. At all 
points of intersection of transversals with longitudinals the four parts 
of strand are brought together and fastened by stirrup bolts or clips 
of T Vinch iron, but before the fastenings are made tight both parts of 
the transversals are put under tension from the outer-edge selvage edge 
to deadmen ashore bv means of blocks and tackle. The deadmen are 
either rough blocks of stone, containing 2£ to 3i cubic feet, or pile 
butts 12 inches or more in diameter and 4 feet long. The deadmen or 
anchors are planted 8 feet back of the top of the graded slope and from 
3 to 5 feet deep, according to the character of the ground. From the 
top of the slope to the deadmen in place the strands lie in a narrow 
trench dug for that purpose. 

The average day's work of a weaving crew is about 100 linear feet, 
costing from 60 to 70 cents per linear foot. 

Sinking and ballasting mattress. — Specifications for standard revet; 
ment provide that three-fourths of a cubic yard of riprap stone per 
linear foot of mattress shall be used in sinking it to close contact 
with the bottom, the distribution being such that the weight per 
square foot of mattress increases from the shore out. It is also speci- 
fied that an additional 50 cubic yards of stone shall be placed on 50 
linear feet of mattress at the head and 1 cubic yard per linear foot on 
all laps. The stone is thrown from a barge, which is dropped down- 
stream over the mattress with its outer end somewhat in advance of 
the shore end. It seldom happens that the full complement of stone 
is placed in sinking, as a sudden shifting of the barge is often neces- 
sary to prevent buckling of the mattress, especially in a swift current. 
It is therefore usual to go over it a second time. The sinking is not 
carried closer than 150 to 200 feet above the mattress boat, and as much 
as 1,000 linear feet, or even more, mattress is sometimes made before 
sinking is commenced. There is danger, however, in having so much 
mattress afloat, as a sudden rise may occur, and, though it might not 
otherwise damage the work, would possibly so foul the mattress with 
driftwood as to seriously impair its efficiency. 

The operation of spawling the inshore edge of mattress precedes the 
paving of the bank, and consists of filling well the interstices of the 
mattress from its inshore edge to the contour 3 feet below standard 
low water with small spawls or quarry chips and fairing up with the 
same material the shoulder formed by the edge of the mattress where 
it lies on the graded slope. This spawling serves to stop wave action 
through the mattress and to solidify it against ice in the event of loss 
of the paving or ballast. About one-tenth of a cubic yard of spawls 
per linear foot is required. 



. 



APPENDIX B B B TECHNICAL DETAILS. 



2443 



Paving andspawling upper bank.— The upper bank from the contour 
2 feet above standard high water to standard low water, and as much 
lower as the existing stage of river permits, is covered with a paving 
of riprap stone 12 inches thick at standard low water and 12 inches, 
8 inches, and 6 inches thick, respectively, at the top of 1 on 2, 1 on 2i, 
and 1 on 3 slopes. A covering 2 inches thick of spawls or fine quarry 
chips is put on the paving, thus completing the revetment. The pav- 
ing is done from the top of the slope down, the stones being set up 
edgewise and placed with some care to make a compact covering, so 
that when completed ready for the spawls it presents an appearance 
of a reverse shingling. In this form it is well adapted to resist wave 
action and dislodgment by ice, driftwood, or other forces to which it 
is likely to be exposed. The spawls, thrown on at and near the top of 
the slope, are raked down over the pavement, filling the interstitial 
voids and finding lodgment in the paving surface. ^ 

As will be seen from the above, the quantity of riprap stone for 
paving, as well as the spawls required per linear foot of bank, will 
vary with the height between the standard high and low water planes, 
the height of bank when lower than 2 feet above standard high water, 
the stage at which the work is done, and to some extent with the 
grade of the slope, but the paving stone will average close to one-half 
cubic yard per linear foot, and spawl covering less than one-third 
cubic yard for a height of 16 feet between high and low water planes. 

COST OF REVETMENT CONSTRUCTION. 

Elements of work and cost in detail of 8,748 linear feet of revetment in Pelican Bend during 

the fiscal year ending June SO, 1900. 



Classification and extent. 



Cost in 
item. 



Grading bank (hydraulics), 8,550 linear feet, containing 60,452 cubic yards of 
earth: 

Supplies • 

Subsistence - ■ 

Labor 



Total cost, at $0.0409 per cubic yard 

Grading bank (slips and scrapers), 250 linear feet, containing 
yards of earth: 

Subsistence 

Labor 



1,815 cubic 



Total cost, at $0.1304 per cubic yard 

Construction and anchorage of mattress, 8,975 linear feet, or 779,705 square 

feet: 

Brush, 4,335.63 cords - 

f-inch strand, 72,144 pounds 

Cable clips, 4,540 

Pine piling (dead men) , 2,240 linear feet 

Subsistence 

Labor, weaving 



$391. 62 

500. 03 

1, 585. 98 



29.44 
207. 35 



Total cost, at $0.0261 per square foot 

Ballasting mattress and bank, 19,786 cubic yards of stone: 

Stone, 19,786 cubic yards 

Subsistence' 

Labor 



Total cost, at $1.2723 per cubic yard. 
Spawling, 2,918 cubic yards of stone: 

Stone, 2,918 cubic yards 

Subsistence 

Labor 



9, 626. 83 
3, 896. 72 
227. 00 
352. 32 
1,876.42 
4, 420. 31 



Total. 



$2,477.63 



236. 79 



18, 832. 31 
1, 804. 95 
4,536.87 



Total cost, at $1.2784 per cubic yard. . 
All other items incidental to construction. 



Grand total cost of 8,748 linear feet of revetment, at $6.10 per linear 
foot 



2, 777. 35 
265. 86 
687. 27 



20, 399. 60 



25,174.13 



3, 730. 48 
1, 368. 84 



53, 387. 47 



2444 KEPORT OF THE CHIEF OF ENGINEEES, TJ. S. ARMY. 

Cost of works on Missouri River.— The cost of standard pile dikes 
and revetments necessarily varies so widely in different situations that 
unit costs can not be definitely stated. The following are the princi- 
pal elements which enter the question of cost: Difference in elevation 
of high and low water planes, height of bank, distance of work from 
base of supplies, plant charges, extent of work and degree of concen- 
tration of same, season of the year in which carried on, condition of 
now. 

For preliminary estimates, however, $10 per linear foot may be 
taken as the average cost of three-row dike work and of standard 
revetment, including all office and incidental charges. 

In carrying on numerous works at widely separated localities it has 
been found that field charges are distributed about as follows: 

For actual construction, 67 per cent. 

For care, repair, and moving plant, 22 per cent. (This includes an item of but 5 
per cent for light repairs. ) 
Administration, 9 per cent. 
All other items, including surveys and travel, 2 per cent. 



MISCELLANEOUS WORKS. 
B B B 19. 

IMPROVEMENT OF THE YELLOWSTONE NATIONAL PARK. 

[Officer in charge, Capt. Hiram M. Chittenden, Corps of Engineers.] 

Geneeal: 



* 



* 



* 



* 



GENEEAL DESCRIPTION OF EOAD SYSTEM. 

Main circuit or belt line.— As is well known, the object of the Gov- 
ernment road system of the Yellowstone National Park is to give 
access to its natural wonders and attractions. The roads have no com- 
mercial purpose except such as may be incidental to this primary 
object. To a limited extent they may become thoroughfares for travel 
acrossthe park both east and west and north and south. 

m While the entire region abounds in features of interest well worth 
visiting, there are six principal centers of attraction which are con- 
sidered an indispensable part of every well-ordered tour. These are- 
Mammoth Hot Springs, the Norris Geyser Basin, the Firehole Geyser 
Basins, the Yellowstone Lake, the Grand Canyon of the Yellowstone 
and the country near Mount Washburn and Tower Falls. The first 
three of these points of ^interest lie on a north and south line, approx- 
imately 20 miles apart. The other three lie on a similar line, 15 to 20 
miles east of the first. A general circuit or belt line passes throuoh 
these six centers, and at the points where the two sides approach near- 
est each other, namely, at Norris and the Grand Canyon, there is a 
crossroad connecting the two. The mileage of the belUine, including 
the crossroad just referred to, is about 154 miles. 

Side roads.— Besides these more important points of interest there 
are many of less importance to which it has been considered necessary 
to build side roads. The principal side roads are as follows: Around 



APPENDIX B B B TECHNICAL DETAILS. 2445 

Bunsen Peak and to the Middle Gardiner Canyon, near Mammoth Hot 
Springs; the several side roads in the different geyser basins; the 
road to Sulphur Mountain in the valley of the Yellowstone Kiver; the 
roads along both banks of the Grand Canyon of the Yellowstone; 
the road from Dunraven Pass to the summit of Mount Washburn, and 
the road from Baronett Bridge up the valley of the Lamar River to 
the northeast corner of the park. The total mileage of these side 
roads is about 62 miles. 

Approaches. — To give access to the park from the outside, and par- 
ticularly to the main circuit of the road system, approaches have been 
provided on each side. The first of these and the most important, 
although the shortest, is that from the north, extending from Gar- 
diner, Mont., to Mammoth Hot Springs. The importance of this 
entrance arises from the fact that it is at this point that railroads can 
approach nearest to any of the principal centers of interest, and also 
that Mammoth Hot Springs is the business and administrative head- 
quarters of the park, and the only portion to which access can be 
easily had in the winter season. This approach is controlled by the 
Northern Pacific Railroad. 

The eastern approach touches the belt line at the outlet of Yellow- 
stone Lake, and enters the park by way of Shoshone River and through 
Sylvan Pass, in the Absaroka Range. From the eastern boundary of 
the forest reserve to the belt line the distance is a little less than 
60 miles. About half , of this distance is in the park proper. This 
approach is one of great scenic beauty, but owing to its length and 
the late melting of the snow in Sylvan Pass it can hardly become an 
important tourist route. It connects with the Burlington Railroad 
System. 

The southern approach touches the belt line at the west shore of the 
Yellowstone Lake and comes up from the valley of Jackson Hole, 
which, with Jackson Lake and the Teton Mountains, forms one of the 
most important scenic attractions in the entire Rocky Mountain region. 
The distance from the outlet of Jackson Lake to the belt line is about 
45 miles. From the south boundary of the park to the belt line it is 
about 23 miles. This road connects with the Government road built 
under a separate appropriation as a military road between Fort Washa- 
kie and Jackson Lake, and thus gives access to the Wind River Val- 
ley. The southern approach has at present no railroad connection. 

The western approach lies in the valley of the Madison River and 
its two tributaries, the Gibbon and Firehole rivers. It forks at the 
junction of these two streams and follows each to the belt line. The 
total distance from the west boundary of the park to the nearest center 
of interest, namely, the Lower Geyser Basin, is about 21 miles. This 
approach connects, through an outside road about Y0 miles long, with 
the Oregon Short Line Railroad. 

Mileage. — The aggregate mileage of the park road system within 
the boundaries of the park is about 295 miles. The connecting Gov- 
ernment roads in the forest reserve bring this mileage up to 405 miles. 

It is not the policy of the Government to permit any undue exten- 
sion of the road system, but to limit it to the actual necessities of 
reaching the more important objects of interest. So far as possible it 
is desired to maintain the park in its primitive condition without even 
the innovation of roads. 

Trails. — For access to those portions of the park which lie off the 



2446 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

main road system bridle trails are provided. The main use of these 
trails is for Government scouts in patrolling the park, but they are 
also traveled a good deal by camping parties. 

CHARACTER OF THE COUNTRY. 

Mountain systems. — The country in which the Yellowstone National 
Park lies is mountainous, although the mountains are not as high or 
rugged as in certain other sections of the West. The main body of 
the park, in fact, is a rolling plateau surrounded by mountain ranges 
and has a moderate altitude of marked uniformity over the greater 
part of its area. The average altitude is about 7,700 feet. The aver- 
age elevation of the principal mountains is about 10,000 feet and the 
highest peak is but a little over 11,000 feet. 

The principal mountain range is the Absaroka Range, on the east, 
a very rugged system, which extends both north and south of the park 
for more than 50 miles. It also extends beyond the park boundary a 
considerable distance east, where its peaks reach a height of over 
12,000 feet. 

In the northwest corner of the park is the Gallatin Range, also a 
prominent system, the average height of the peaks being nearly 
10,000 feet. 

Southwest of the park and just touching its southern boundary is 
a very prominent system, the Teton Range, which contains the highest 
peak in this entire region. 

Within the boundaries of the park are several detached ranges, 
including the Washburn Range, the Red Mountains, and the Big Game 
Ridge, on the south. 

Besides these larger systems there are many smaller ranges of hills 
which extend in various directions over the park area. 

Drainage areas. — There are three principal drainage areas in the 
park — the Missouri, the Yellowstone, and the Snake rivers. The Mis- 
souri system drains the northwestern and western portions through 
the Madison and Gallatin forks of that stream. The Yellowstone 
River drains by far the greater part, including the northern, eastern, 
and central portions. The Snake River drains the southwestern 
corner. The areas of these drainage systems are as follows: 

Square miles. 

Yellowstone 1, 900 

Missouri 730 

Snake 682 

These rivers, with their smaller tributaries, comprise upward of 165 
named streams which flow through the various sections of the park. 
As a general thing they are perennial in character, only a few of them 
drying up in the summer time. They add a heavy item of expense 
to the road work, although, owing to the stable condition of their beds, 
the question of foundations for bridges is a simple one. 

There are many swamp areas in the park, but these are not 
generally where it is necessary to cross them, and therefore they are 
not obstacles of serious importance. 

There are also extensive spring areas, many of which can not be 
avoided and are a source of considerable difficulty and annoyance in 
the spring of the year. 

Forests. —At least 84 per cent of the park area is covered with dense 




EFFECT OF FORESTS ON SNOW MELTING (1). 



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EFFECT OF FORESTS ON SNOW MELTING (2). 




EFFECT OF FORESTS ON SNOW MELTING (3). 



APPENDIX B B B TECHNICAL DETAILS. 2447 

forest growth. These forests consist of evergreen trees almost exclu- 
sively, the principal varieties being Finns mnrrayana, or lodge-pole 
pine; Finns flexilis, the white pine; a related species, Finns albicau- 
lis' the Douglas spruce, Fseudotsuga macronata; the Engelmann 
spruce and silver fir, of the genera Ficea and Abies; < and two cedars, 
the Junijperus scopulorum, and a prostrate form, Junipems sibirica. 

Among the deciduous trees the most common are the cottonwood 
and poplar. The cottonwood is of a narrow-leafed variety, Fopulns 
angnstifolia, and the poplar is the well-known Fopulns tremnloides. 

The forests naturally play an important part in the development of 
the road system. The extensive amount of clearing adds a heavy item 
to the cost of road work. The trees are made some use of in the manu- 
facture of lumber for bridges, although the timber is of an inferior 
quality. They furnish poles for telegraph and telephone lines and for 
fences and such fuel as is required in the park. The vast quantities 
of down timber found in all parts of the park are a great obstacle to 
travel off the beaten paths. . 

The influence of the forests upon the flow of the streams is ot much 
importance, and in the matter of snow melting is not what is gener- 
ally supposed. The forests increase the severity of floods arising from 
melting snow. Long experience in opening the roads in the park in 
the springtime has fully established this fact. The reason for it will 
be obvious as soon as attention is called to it, and the accompanying 
photographs will illustrate it almost to a demonstration. 

During the seasou of snowfall the effect of the forests, in breaking 
the force of the wind, is to distribute the snow in an even blanket 
over the entire forested area. In the open country, where the wind 
has full sway, the snow is heaped largely into drifts, which accumulate 
in many places to depths of hundreds of feet. The sun has full enect 
in the open country, and with the approach of spring the snow grad- 
ually disappears under its rays, thawing during the daytime and 
freezing up again at night. The run-off from this melting snow oscil- 
lates back and forth, giving a diurnal fluctuation in the now ot the 
streams. The time of maximum daily flow depends upon the distance 
from the snow fields, but in the park is rarely later than 8 or 9 o clock 
p. m. Dangerous floods never come from sun melting of the snow. 

While this process is going on in the open country, the dense toliage 
of the forests prevents it in the shaded areas, and the snow there 
gradually settles down, becoming heavy and compact. a Long alter 
the snow has disappeared in the open country, except in the units, it 
overspreads the ground everywhere in the forest at varying depths 
of from 2 to 5 feet. This condition continues until the warm winds 

a First picture of group shows an east and west road between Norris and the Grand 
Canyon. The second shows the snow in the forest along the same road. The third 
shows a large drift in the open country. All were taken the same day, June 16 
1899. In the open country fully 90 per cent of the area was already bare. In the 
forest the ground was everywhere covered from 4 to 6 feet It will be noted m the 
first picture of the group (which was taken looking east) that the ground along the 
roots of the trees on the north side of the road is bare. This was where the sun s 
rays came down through the opening in the tree tops. 

T* this date there hid been no flood, although the snow had nearly all gone in the 
open except in the. drifts. The streams were full, but all within their beds Two 
days after the above date a warm spell came, lasting more than a week. The forest 
snows melted with great rapidity. The streams were all floode ^f t n t ^^f t ^ r a e g a e t 
was done. In a short time, however, the forest snow was gone, but that m the great 
drifts outside remained several weeks longer. 



2448 KEPOET OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

and rains of spring arrive, with high temperatures during the night as 
well as the day. They have a maximum area to work upon, as the 
entire forested area is covered with snow. The result is that these 
water-laden snows melt and flow off in the course of a few days. If, 
as occasionally happens, periods of high temperature occur, lasting for 
several days, accompanied with warm rains, the rapidity of melting 
may be such as to cause destructive freshets, destroying the roads and 
bridges along the streams in the park and washing away many miles 
of railroad in the lower country. There being no drifts of consequence 
in the forests, the snow rapidly disappears when the warm winds come, 
and in a few days the ground is entirely bare. Out in the open coun- 
try, on the other hand, the immense drifts remain "into July and even 
August, and constitute an important source of supply. The effect of 
the forest, therefore, so far as snow melting is concerned, is to con- 
centrate the run-off into a short period and thus increase the severity 
of the resulting flood. 

The question of the extent to which the snow water in the forest 
sinks into the ground and thus creates an underground supply, which 
finally make its appearance in springs, is one by no means well under- 
stood, but it is believed that this effect is not as great as is commonly 
supposed. When snow begins to melt under the action of the sun, 
the water is largely taken up through capillary attraction by the snow 
itself, which is thus gradually converted from its original soft and 
light condition to one of density closely approaching water or ice. If 
the final melting takes place gradually , a good deal of the water undoubt- 
edly soaks into the ground; but if, as frequently happens, there is a 
sudden melting, most of the water flows off into the streams. a 

Another matter pertaining to forests which is not well understood 
is their influence upon precipitation. It is held by some that the high 
precipitation of the park (20 to 25 inches, as against 10 to 15 inches in 
the lower surrounding country) is due to its extensive forest areas. 
On the contrary, others hold that the high precipitation is mainly due 
to the great average elevation, and that the forest growth is itself a 
result, not a cause, of the increased moisture. Probably there is an 
element of truth in both theories. 

The foregoing conclusions from practical observations upon the 
effect of forests upon snow melting should not in any sense be con- 
strued as an argument against forest preservation and extension. The 
influence of forests in controlling the run-off from rains, in prevent- 
ing denudation, and in promoting the general good in many other ways 
is sufficient reason for their preservation, even if, in the case under 
consideration, their influence is not beneficial. 

Character of the soil. — Except in limited districts in the north the 
park area consists of volcanic ejectamenta, the principal rocks being 
andesites, rhyolites, and basalts. Only the latter rock is worth much 
as macadam and its occurrence is too rare to be of general use. Some 
of the rhyolites are of hard texture, and there are certain places where 
these rocks and the basalts have been crumbled up into vast masses of 
small fragments, as finely broken as if they had gone through a rock 
crusher. Wherever practicable this line rock will be used on the roads. 

While there is not an abundance of rock that will make a good road 
surface, rock in situ abounds extensively and requires a great deal of 

» ■ — ^■■ i - ju m .. ! !— .. ■ _ 

« For relation of snowdrifts to road location see p. 2456. 




APPENDIX B B B TECHNICAL DETAILS. 2449 

blasting in building the roads through it. This is particularly the 
case over the entire portion of the Mount Washburn division. 

A characteristic feature of the soil over large areas is the presence 
of black obsidian rock, which breaks up into fine particles on exposure 
to the air. When roads are first constructed of a soil containing this 
material they wear to a fairly good surface; but the action of the wind 
eliminates the soil after a time and leaves the obsidian particles. These 
have no binding quality, and consequently become, in the course of a 
few years, beds of loose sand. There is no remedy for this condition 
except to scrape the sand out of the road and cover it with new 

material. 

In certain parts of the park there are large deposits of gravel, which 
afford excellent material for making a roadway, but these are not by 
any means general. In a good many places there are extensive deposits 
of sand, which have come from former action of water. This material 
is worthless as a road surface unless mixed with clay. 

The volcanic rock assumes an almost infinite variety of form, both 
in its unaltered state and in its condition as decomposed by the action 
of hot water. In some places it forms a loam which makes a fairly 
good road in moist weather, but cuts up badly in wet or dry weather. 
In nearly all places where the road passes through what is called 
formation the soil is of a character which yields a fine white dust that 
is extremely disagreeable and difficult to control. 

Climate.— -In the matter of storms in the park no serious danger to 
the roads is ordinarily experienced. There are very few cloud-bursts 
and washouts. There are many landslides, but these are generally 
owing to the precipitous character of the ground and its small hold 
upon the subjacent rocks rather than to the action of storms. The 
undermining of these steep slopes by the road work causes them to 
slide, and in some places it will be necessary to alter the location of 

the road. 

What may be called the wet season of the park extends from the 
time of opening the roads in the spring to about July 10. During 
this period there are frequent spells of wet weather, which work great 
injury to the roads. Snowstorms are frequent, and there is generally 
at least one snowstorm in September before the tourist season closes. 

From about July 10 to September 10 the weather is generally dry, 
and this drought, as will be explained further on, is more injurious to 
the roads than the wet weather which precedes it. 

S?ww.— The snowfall in the upper park is very heavy, its light 
depth probably aggregating 20 feet. It plays an important part m 
the road work in the spring of the year. The tourist season opens 
before the snow is gone, and it is necessary to do a great deal of shov- 
eling to get through the drifts. It is estimated that between 20,000 
and 30,000 cubic yards of snow were shoveled last spring. But the 
main difficulty arises from the water that comes from the melting 
snow. This for a time makes it almost impossible to drain the roads 
effectively, and they are generally badly cut up before the snow is gone. 

In this connection it may be stated that it has been found important, 
along certain east and west roads in the high altitudes of the park, to 
about double the width (30 feet) of the original clearing. It has been 
observed that while the snow still lies from 4 to 10 feet deep in these 
roads at the approach of the tourist season the ground is entirely bare 
at the roots of the trees on the north side, where the sun's rays come 

eng 1903 154 



2450 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

down through the opening in the tree tops caused by the clearing. In 
order to transfer this effect to the road surface, the "swath through the 
forest was last winter doubled in width along the road between Norris 
and the Grand Canyon. The beneficial effect of this provision was 
very apparent the following spring. 

It may be noted that a considerable part of the snow disappears in 
evaporation. The matter of evaporation from the surface of snow and 
ice has never received thorough investigation, but observation through- 
out this country shows that it is very rapid. Snowdrifts are frequently 
observed to disappear with scarcely a perceptible flow from thern and 
with the soil apparently dry a short distance away. This applies more 
particularly to the smaller and lighter drifts rather than to those **eat 
accumulations which abound so extensively throughout this coratry; 
but there is no doubt that in all cases evaporation carries off a large 
proportion of the snow. 

On the main system there are few places where avalanches occur, 
but in the neighborhood of Sylvan Pass there are a good many. These 
avalanches are practically harmless to the roads, because the valleys 
where they occur are well filled before the snow begins to slide, and it 
does not generally reach down to the ground. The worst result is the 
heaping up of snow, which takes a long time to melt in the spring. 

location. 

Acquaintance with the country. — The matter of road location is, of 
course, one of the most important features in the whole problem of 
road building. Unlike the matter of construction, it is not one which 
can be governed entirely by money. A great many considerations 
enter which money will not control. The most important of these is 
a thorough acquaintance with the country through which the road is 
to pass, extending over a sufficient time to give an accurate knowledge 
of its physical characteristics, the location of snowdrifts and marshy 
places in the spring of the year, the character of the streams, and a 
great many other things which a simple survey will not disclose. A 
lack of this thorough knowledge invariably leads to defective locations, 
which sooner or later have to be changed. 

Funds for construction. — Another matter which almost always enters 
the question of road location is that of the funds available for construc- 
tion. The best location often involves very heavy expense of con- 
struction, and if the funds for this work are not available it may be 
necessary to select inferior locations, where the work will be less costly. 
This was particularly true in the early work in the park. The funds 
then available were barely sufficient to open the roads over the easiest 
ground for construction, and consequently the location was everywhere 
defective and has since been largely replaced. The same experience 
is true of nearly every railroad built in the West. The Union Pacific 
and Northern Pacific have made extensive changes in their original 
locations, amounting, it is believed, to between one-fourth and one- 
third of their entire mileage. This condition has been, in fact, a neces- 
sary one in the development of every new community. The first 
essential has been to get the roads through in some way in order that 
the public might have their use at the earliest possible moment. Then, 
as communities have increased in numbers and wealth, it has been 
possible to improve on these original locations and to make expendi- 
tures which would have been entirely impossible at first. 




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OVERHANGING CLIFF NEAR TOWER FALLS. 



APPENDIX B B B TECHNICAL DETAILS. 2451 

Primary considerations.— In the location of roads built solely for 
feommercial purposes the first consideration is to secure the most direct 
line and the easiest gradients between the points which the road is to 
connect. Other things being equal, the shortest road is the best one. 
A straight line, however, between objective points is rarely possible, 
because topographical features will not permit it. The final location 
will be o-overned by the limit of gradients allowable and the location 
of obstacles, such as swamps, streams, etc. It will be, in fact, a com- 
promise between the question of gradients, distance, and the cost ot 

passing obstacles. # . . 

In the park work different considerations come in, because the roads 
are not for commercial purposes, but for viewing natural scenery. It 
is therefore a prime object to locate them so as to give the best views 
and pass near the important attractions. 

The following are examples of locations designed to afford good 
views of natural scenery, where they would have been different if made 
solely for commercial purposes: 

The road through the Travertine Rocks, 2i miles above Mammoth 
Hot Springs, was mainly for the purpose of making accessible a very 
remarkable natural formation. 

Shoshone Point, on the road between the Upper Geyser Basm and 
Yellowstone Lake, is another example. The road is here brought over 
a hio-h point which gives a view of Shoshone Lake and its entire water- 
shed, with the Teton Mountains in the background. A better location, 
as a commercial highway, could have been found farther down the hill. 

Lake View, about a mile west of the " Thumb " station, and a similar 
point on the Natural Bridge road are points from which fine views of the 
Yellowstone Lake and surrounding country come unexpectedly to the 
notice of the tourist upon rounding sharp bends in the dense forest. 
Trees have been cleared away in both cases to afford better views. 

On the east road the location was carried to higher ground in two 
instances for the purpose of affording fine views of the Yellowstone 
Lake, Red Mountain Range, and the Teton Mountains. 

On the same road the line just east of Sylvan Pass was carried across 
a swampy clearing in order to give a view of Avalanche Peak, although 
better ground for the road could be found in the edge of the timber 
on the border of the swamp. 

The road near the Upper Falls of the Yellowstone River was carried 
along the brink of the river, although a much cheaper location could 
have been found farther back, but would have sacrificed the fine scen- 
ery of the Yellowstone Rapids. . . 

The road from the Canyon Hotel to Inspiration Point is carried all 
the way along the brink of the canyon, where a much cheaper location 
was available a little farther back. _ 

The entire length of the "loop" over the summit ot Mount Wash- 
burn is for developing the fine scenic views from that mountain. In 
this case a low line has been located for through traffic where viewing 
the scenery is not an object. 

The location of the road from Tower Creek for a distance of about 
three-fourths of a mile south has made accessible the exceptionally fine 
views in that section. The same is true of the crossing ot lower 
Creek. A much cheaper line could have been chosen. 

Curves and tangents.— -It is generally considered that a winding road 
is more beautiful than a straight one, and the explanation ordinarily 



2452 EEPOET OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

given is that curves are more pleasing than straight lines. As a mat 
ter of fact, the desirability of either curves or straight lines depends 
upon the situation, and is a question of adaptation to the ends in view. 
The road which gives the most pleasing appearance is that which ful- 
fills its purpose with the least effort. For example, a straight line 
passing over a rolling country always offends the eye, because it 
involves an unnecessary going up and down hill. A winding road, 
on the other hand, which avoids the hills by curving around them' 
gives a pleasing impression, because it accomplishes its purpose with 
a minimum exertion. For a similar reason, a winding road across a 
perfectly even plain is objectionable, because it involves an obvious 
waste of effort. Wherever, therefore, there is no obstacle in the way 
of moving on a straight line such a line gives a better appearance to 
the eye. Wherever there is a curve in the road there should be some 
obvious reason for it, as an obstacle which it is necessary to pass 
around. Even in formal city parks, where walks are nearly all curvi- 
linear, artificial obstacles, such as flower beds, groups of trees, etc., 
are so disposed as to make the curves appear both natural and necessary. 

Another reason why curved roads are more interesting, as a general 
thing, than straight ones is that the view ahead is limited and the 
traveler is thus constantly on the alert to see what will develop around 
the next turn. The effect of such a road is to maintain a constant 
interest and to divert attention from the discomforts of the way. The 
same reasoning applies to a properly located straight line. For exam- 
ple, in coming to an open plain, where the eye can take in its entire 
expanse, there is nothing new awaiting the traveler until he reaches 
the farther side, and anything which delays this end, as an increase of 
distance caused by unnecessary curves, simply augments the tedium 
of the journey. 

In the roads of the park curves naturally predominate because the 
country is of a mountainous character and very few situations exist 
where long tangents are possible. Among the more important tan- 
gents may be mentioned one of about a mile in length lying mainly 
between the sixth and seventh mileposts on the road from Mammoth 
Hot Springs to Norris, and two near the Fountain Hotel, where the road 
crosses broad plains. All of these tangents fulfill the above conditions 
perfectly, because the country is in each case a comparatively even 
plain, over which a winding road would be objectionable. Examples 
of tangents where the road should have been winding may be seen on 
the line between Norris and the canyon, which contains the niost defect- 
ive locations in the entire park. There are two tangents on this road, 
each over a mile long, cutting straight across hills with an up-and- 
down appearance which is very' offensive to the eye. A similar tan- 
gent on the east road, and the longest one in the park, being about 
two miles, combines the above defects and advantages, part of it being 
located over an open plain, and part of it over a rolling wooded country, 
where the line should have been adapted to the contour of the ground. 
On this same road there are three other tangents, each about three- 
fourths of a mile long, which fulfill the conditions of correct road 
location. 

In public highways sharp curves are allowable, and anything above 
a radius of 50 feet can be traveled at a brisk trot without danger. 
Nearly all the curves in the park-road system are of 75 feet radius or 
greater. There are two in the Gardiner Canyon, one in the Traver- 




VIEW ON MOUNT WASHBURN ROAD. 




LONG TANGENT THROUGH FOREST ON EAST ROAD. 




SIDE HILL LOCATION, MOUNT WASHBURN ROAD. 




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OTTER CREEK BRIDGE. 



APPENDIX B B B TECHNICAL DETAILS. 2453 

tine Rocks above Mammoth Hot Springs, two in the Golden Gate 
Canyon, and several on the loop over Mount Washburn at the turning 
points on the zigzag up the mountain that do not exceed 50 feet 

radius. 

Gradients. — The question of gradients, upon which the location ot 
a road largely depends, has received a great deal of attention in the 
park work. The result of long experience with the earlier roads has 
been the adoption of a definite limit of 8 per cent on the main system. 
In the earlier work no attention seems to have been paid to this mat- 
ter, the gradients being run up to the very limit of the capacity of 
horses to haul loads. Some of these old roads had gradients of over 

20 per cent. . 

The considerations which led to the adoption of an 8 per cent limit 
were as follows: The roads being mainly for tourist travel, the ques- 
tion of speed is of greater importance than on roads devoted mainly 
to the hauling of freight. It is found from experience that when a 
gradient exceeds about 4 per cent loaded coaches will slow down to a 
walk. When it comes to walking, a team will ascend an 8 per cent 
gradient very nearly as rapidly as a 4 per cent. In this way the 
necessary elevation 'is more quickly overcome, a lighter gradient is 
reached, and an increased speed is more quickly possible. It there- 
fore promotes speed of traveling to shorten the distance by increasing 
the gradient up to a certain limit. With descending traffic it is found 
that on gradients which exceed about 8 per cent it is not safe to drive 
teams at a rapid trot, and the difficulty of holding back heavy loads 
becomes a matter of serious importance. All these considerations 
have led to the adoption of the above limit of gradients. Even with 
this limit there are many situations in the park where continuous 
gradients are 3 and 4 miles long, and in one case nearly 10 miles. 
Inasmuch as an 8 per cent gradient requires a brake to assist in con- 
trolling descending traffic, and as the constant application of the foot 
to the brake involves a serious strain upon the driver, it is important 
that these continuous gradients be broken here and thereby nearly 
level stretches in order to afford occasional relief to drivers. In 
ascending traffic they give the teams relief from the continuous strain 
of pulling/* 

a Extract from a paper by J. W. Abbott, special agent in office of public roads 
inquiries for western division, 1900: 

For pleasure driving the grade, where practicable, should not exceed 4 per cent 
A good horse with a light busgy and two persons will trot easily up a 4 per cent 
grade and as easily down without a brake. With a higher gradient the strain in 
either direction becomes increasingly apparent. . 

For freight traffic the maximum grade admissible is 12 per cent. £our animals, 
together with the one or two wagons used on a mountain road, are all that one driver 
can safely and properlv handle on steep grades. When he uses two wagons, lead and 
' trail at every stop ascending he must hold both wagons by the brakes on the lead. 
In descending with heavv loads, excepting when the roads are icy, he must control 
his wagons with brakes on both, the lead by the lever beside his seat, the trail by a 
strap leading to the brake lever. When the road is icy, he must control the 
descent bv rough locking one or more of his rear wheels. To rough lock he attaches 
some rough device, like a piece of chain or a short steel runner, grooved on the upper 
side to fit the tire, and projecting prongs on the lower, to the felly of a rear wheel, 
just in front of the point where it rests upon the ground. A chain attached family 
to the center of the forward axle is then tightly fastened to this rough lock. Inus 
secured, as the wagon descends the hill, the wheel remains rigid and the rough lock 
plows into the surface of the road. ■ 

Experience in heavy freighting has shown that wagons can be actually and satis- 
factorily controlled in all weathers on 12 per cent grades, but that they can not be 






2454 KEPOKT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

A change of gradient on a straight road is invariably unpleasing, 
producing the effect of hills and hollows where uniformity is more de- 
sirable. In the park work it is a rule to place these changes of gradient 
on curves wherever practicable, and they thus attract no attention. 

Moiling roads.- — It a theory commonly held among the drivers in 
the park that a rolling road is easier upon teams than one of uniform 
gradient, even if nearly level. Their explanation is that a rolling road 

thus controlled on steeper grades, and that where much heavy freighting has been 
attempted on steeper grades it has almost invariably been attended with terrible acci- 
dents. In freighting on any grade the weight and number of wagons will depend 
upon the proportion between material to be hauled up and freight back. On a prop- 
erly constructed dry road four animals, averaging 1,300 pounds each in weight, will 
haul 6,500 pounds total weight, distributed between wagons and contents, up a 12 
per cent grade at the rate of about 1J miles per hour. Descending, the four animals 
will haul all that a wagon can hold up, but in practice this amount rarely exceeds 1 6, 000 
pounds on a single wagon or 20,000 pounds on a lead and trail, and the average is 
probably not much in excess of 10,000 pounds on one wagon or 14,000 pounds on lead 
and trail. When roads are icy heavy wagons tear up a roadbed badly. 

But while a 12 per cent grade is admissible as a maximum, roads of lighter grade 
are so much more efficient and satisfactory in every way that only the gravest neces- 
sity should ever determine the maximum at 12 per cent. 

Mountain roads are routes of travel between points of different altitudes. The most 
common as well as the most serious mistake made in their location is the attempt to 
cover this distance by too short a line. On a 12 per cent grade every pound of 
.ireight going up is elevated 12 feet for each 100 feet of horizontal distance traveled. 
On an 8 per cent grade it is elevated 12 feet in 150 feet of horizonial distance trav- 
eled, while on a 6 per cent grade it is elevated the same amount in 200 feet of hori- 
zontal distance; or, in other words, the distance required to get a 12 per cent grade 
must be increased one-half for an 8 per cent grade and doubled for a 6 per cent grade. 
Tables have been published giving the comparative weights which a horse can pull 
on different gradients; but, so far as the writer knows, no actual statistics have ever 
been compiled which show what would be the difference in performance in actual 
freighting between good roads of different gradients. The limit of load which a team 
can pull on any road is determined by the steepest place on that road. It is rare 
that a mountain road is built on which the maximum gradient is less than 12 per 
cent. It is also true that there are very few places where mountain roads have been 
constructed that it was not feasible to secure a maximum under 12 per cent. The 
extra length that would be required is generally much less than one would at first 
suppose. Roads built on a continuous uniform grade are very rare. Many seem to 
go up steep places just for the sake of going down again, thus giving a grade adverse 
to the heaviest traffic, which ought never to be compelled to climb a foot in descend- 
ing a mountain. So far as the writer's study and observation have extended, 99 per 
cent of all roads built for heavy mountain traffic might have had a maximum under 
12 per cent. It is putting it very moderately to say that a team will haul up 50 per 
cent more load in the same time between two given points on a road with an 8 per 
cent maximum than it could haul on one of similar surface with a 12 per cent 
maximum. 

Besides the advantage in upfreighting, the 8 per cent road possesses man}' - favora- 
ble points which are liable to be lost sight of. It is vastly safer for both light driving 
and freighting. On passenger vehicles brakes while desirable are not essential to 
safety. With heavy loads if the brake fails there is a fair chance of escape for driver, 
team, and wagon. Such a road is not seriously damaged by rain and melting snows, 
which work much injury on steeper grades; damage from rough locking is enor- 
mously reduced, and as such practice can be to a great extent avoided the time thus 
consumed is saved. Repair bills on wagons and harness are lessened, and the life of 
wagons is greatly prolonged. It is a pleasure to drive down an 8 per cent grade, as 
it produces a sense of exhileration which most people find agreeable. As gradients 
become steeper the sense of danger grows more and more keen. The writer believes 
that 8 per cent is the gradient to be aimed at where important differences in eleva- 
tion are to overcome, and that such gradient can generally be secured. Asa rule, 
in such cases a lower gradient means too long a route without commensurate advan- 
tage, while a higher means an unnecessary loss in the very purpose for which a road 
is required. The maximum adopted in the old Government pike crossing the Alle- 
ghenies was 7 per cent. 




VIEW, MOUNT WASHBURN ROAD. 



APPENDIX B B B — TECHNICAL DETAILS. 2455 

calls into play different sets of muscles in the animals and gives occa- 
sional relief to those which have been for some time under a continuous 
strain. It is not likely that this theory is founded in fact, inasmuch 
as a rolling road involves steeper gradients and heavier draft upon the 
animals. The real explanation is of a different kind. Where a road 
has a uniform gradient drivers are apt to push their animals more con- 
tinuously than on one which is broken by occasional elevations or de- 
pressions. Wherever hills occur they afford convenient excuses for 
bringing the teams down to a walk and thus giving a respite from 
continuous trotting. On a perfectly even road these obvious excuses 
do not exist, and the drivers, fearing impatience on the part of pas- 
sengers, keep their teams in continuous rapid motion. The result is 
that the animals do not have the opportunity for resting that they do 
on a rolling road. t 

Adaptation to ground.— It was a common practice m the early work 
not to avoid hills which it was possible to climb over, and no effort 
was made to adapt the road to the conformation of the ground so as 
to secure a regular gradient. The result was a great increase in the 
difficulty of traveling, and a great sacrifice of the scenic value of the 
roads. "Where a road is carried, as it should be, sidewise along a hill 
to gain the necessary elevation instead of going straight over, a view 
is always afforded over the country on the lower side. Such locations, 
therefore, contribute to the advantage of sightseers. 

It is a further observation worth noting that roads which fit the 
ground and adapt themselves to the topography are more pleasing to 
the eye than those laid out on regular mathematical curves. The latter 
method always involves heavy cuts and fills, while the former avoids 
them. In railroad work regular curves are a necessity, but in high 
way work it is more important to take the ground as it is than to 
endeavor to fit regular curves to it. In this connection it may be 
noted that heavy cuts and fills on a curved road generally detract from 
its appearance, while on a straight road they add to it by eliminating 
the up and down appearance which is so objectionable. 

Old and new locations.— The park road system will probably always 
contain some defective locations. As already stated, little attention 
was paid to this matter in the earlier work, and lack of funds com- 
pelled the adoption of inferior locations. In later work the desire to 
utilize as far as possible what had already been done has led to com- 
promises which do not satisfy the engineer and would be a subject of 
adverse criticism in ignorance of the reasons for them. 

In the more recent location of the park roads the long continuance 
of a single administrative head has made it possible to give the neces- 
sary study to the country for the determination of the best location. 
For example, the road between Mammoth Hot Springs and the Grand 
Canyon, via Tower Falls, a distance of over 40 miles, has been traveled 
over many times by the officer in charge, who has been able in this 
way to study the situation at all seasons of the year, and to determine 
in his own mind the location which will best satisfy all conditions. 
With this knowledge he indicates to the surveying party frequent 
points which the road must pass and requires them to fill in the details 
between. It is believed that the location of the above road utilizes 
nearly every advantage which the topography of the country affords. 
Surveys.— -It has not been the practice on this work to expend much 
money in actual surveys. The general location of the roads has been 



2456 REPORT OF THE CHIEF OF ENGINEERS, U, S. ARMY. 

so obvious that extensive reconnaissances have not been necessary, and 
there has not generally been any survey work until the actual time of 
construction has arrived. Then it has been the practice to attach small 
survey parties to the working crews for the purpose of setting grade 
and construction stakes immediately in advance of actual work. One 
transit man and two rodmen are sufficient for a single party, and as 
they mess with the working crew the expense of a separate organiza- 
tion is eliminated. 

Snowdrifts. — As the roads are not traveled at all during the winter 
season, except between Gardiner and Mammoth Hot Springs, the 
presence of snowdrifts is a matter of importance only during a short 
period at the beginning of the tourist season. For this reason little 
attention is paid to the matter of avoiding drifts, and it is not gener- 
ally considered advisable to change the location of a road which is 
otherwise good simply because it happens to pass where the snow 
drifts heavily. This is particularly true if such changes would increase 
the length of the road. The disadvantage from having to travel this 
increased distance during the entire season would more than offset the 
drawback from the presence of the drifts during the short period at the 
beginning. There are, however, a few localities along the Yellowstone 
River where the accumulation of drifts is so extensive that it will be 
necessary to change the location of the road. 

CONSTRUCTION. 

Plant.— The road plant consists of all modern improved machinery, 
including a portable rock crusher, portable sawmill, pile driver, steam 
road roller, plows and scrapers, grading machines, wheelbarrows, and 
picks and shovels. 

Clearing and grubbing.— -The general method adopted for clearing 
the roadway through forests is to grub around the roots of the trees 
and cut off the main roots 3 or 4 feet from the stump. A line is then 
attached to the tree at a distance of 15 to 20 feet above the ground 
and the tree is pulled over. Most of the timber consists of lodgepole 
pine, and the trunks are too slender to permit pulling the tree over 
without previously cutting the larger roots. After the tree is down 
the roots are pulled out, and the ground is then ready for the grad- 
ing plow. 

It is desirable to move all the timber from the clearings to a distance 
that will place it out of sight of the road, but in many localities the down 
timber is so dense that it virtually requires the building of a new road 
to haul the timber away, and this increases the cost to such an extent 
that it has not yet been found practicable to remove the timber except 
in a few favored localities. It would be a great improvement to clear 
away the down timber to a distance of 100 feet on each side of the 
road, and to thin out the trees somewhat so as to permit the growth of 
grass. Besides beautifying the roadside, it would give a feeding ground 
for game near the highway, and would probably lead to their being- 
seen more frequently by the traveling public. 

Pockwork— Both dynamite and black powder are used in rock 
blasting, depending upon the situation and the purpose in view. The 
drilling is all done by hand, generally with the jumper drill, more 
rarely with the churn drill. In blasting detached pieces of rock with 
only one hole the ordinary time fuse is used; but with large masses of 
rock the Smith Igniting Dynamo, capable of firing fifteen holes, is 
employed. 




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BRIDGE OVER THE SHOSHONE RIVER ON THE EAST ROAD. 




WOODEN TRUSS BRIDGE, GARDINER RIVER. 




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BRIDGE OVER SNAKE RIVER. 




WOODEN ARCH OVER DRY RAVINE ON LEFT BANK OF THE YELLOWSTONE RIVER. 




BRIDGE NO. 4, GARDINER RIVER. SHOWING SOLID CONCRETE ABUTMENTS. 




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APPENDIX B B B — TECHNICAL DETAILS. 2457 

U fading. — In laying out the work for grading, the effort is, of course, 
always made to have cuts balance the neighboring tills, so as to reduce 
the work to a minimum. 

Retaining walls. — Where retaining walls have been found necessary, 
they have so far been built exclusively of dry masonry, except the two 
wing walls which connect the entrance gate at Gardiner with the park 
boundary; these are laid in hydraulic cement mortar. The old retain- 
ing walls were built in a careless way and have given great trouble. 
The material for walls throughout the park is very inferior, partly 
because of the quality of the rock and partly because it occurs mainly 
in bowlders without good beds. In later work more pains have been 
taken in laying these walls, and there are at present several fine exam- 
ples on the road system. The accompanying photographs show the 
more important. 

Ditches.— The matter of drainage is not one of great importance 
except for a short time at the opening of the tourist season. The 
absence of moisture from the roads is a greater drawback during most 
of the season than its presence, Subdrainage of the roadbed is wholly 
unnecessary. 

The side ditches are considered by the people doing business over 
the roads as a source of considerable danger, and there is constant 
pressure to have them eliminated, so that in case of runaways it will 
be possible to drive out of the road or against a high fixed bank. The 
stage managers desire that at least one side of the roads shall be safe 
from accident in the event of a runaway. 

Corduroy. — There are several locations on which corduroy has been 
resorted to, as a general thing, for temporary purposes, but occa- 
sionally as a permanent form of improvement. Where a road crosses 
a swamp in which water stands permanently there is no better foun- 
dation than a layer of logs, provided these are sunk far enough into 
the water to be kept continuously wet. The most extensive example 
of this class of work is the crossing of the Pelican Valley, on the east 
road, about ajnile east of the Yellowstone River. The distance across 
the swamp is about half a mile, and the road is laid upon logs about 30 
feet in length, sunk well down into the water of the swamp. Upon 
these logs an embankment 3 to 4 feet high has been built. 

Bridges.— The bridges were originally all built of wood, but those 
now being put in on the main system are of more durable material. 
In those sections near the railroad, where the hauling of material is not 
a matter of great cost, monolithic concrete abutments are used. These 
give the most satisfactory and permanent results of any form of con- 
struction. Farther out in the park, where the cost of hauling becomes 
an important item, a practice has been begun of building concrete 
abutments under the ends of the trusses in the form of the frustum of 
a pvramid, filling in the space between them with dry masonry. While 
this is not as satisfactory as the monolithic construction, it gives fairly 

good results. 

Steel is being generally adopted for the superstructures of bridges 
on the main system. Several varieties of design have been fitted to 
special situations, such as the ordinary through truss, one large deck 
truss, a large steel arch, and one combination five steel arches. The 
largest of these bridges is the one over the Middle Gardiner River, 410 
feet long, with an average height of about 60 feet. The most important 
bridge, however, is the steel-concrete arch over the Yellowstone River, 



2458 REPORT OF THE CHIEF OF ENGINEERS, U, S. ARMY. 

of which a more particular description will be given later on. The 
Golden Gate viaduct is an example of an original type of construction 
which will also receive special consideration later. 

The decking of the bridges consists of two courses of lumber, one 
being laid at right angles to the axis of the bridge and the other 
obliquely with or parallel to it. The latter method has come into use 
in recent years and is believed to be better than the general custom of 
laying decking either transversely to the axis of the bridge or obliquely 
with it. It gives an easier surface for the carriages to travel over 
than when they cross so many joints, and the wear all falling upon a 
few plank, these can be replaced without disturbing the rest. On 
wooden bridges it has been found desirable to make the guard rails of 
round timber, as they are much less liable to warp and have greater 
strength in resisting the weight of the snow in winter. 

Fords. — Formerly there were many fords on the road system, but 
by the end of another year they will all be eliminated. 

Culverts. — One of the greatest sources of difficulty and annoyance, 
both in the construction of the park roads and in their subsequent 
maintenance, has been the culverts. These were originally put in in 
excessive numbers. Wherever there was any evidence of moisture a 
culvert was put in instead of endeavoring to lead the water along the 
ditch to some low point in the road and then carrying the drainage 
of a considerable length of road through a single culvert. The great 
number of these culverts and their perishable character were a source 
of constant annoyance and danger in travel. In late years large num- 
bers of them have been eliminated altogether and the practice now is, 
on the main system, to replace the necessary ones with vitrified clay 
pipe. The dimensions used are 24 inches, 18 inches, and 12 inches, the 
great bulk of the pipe being of the latter dimension. The fixed rule 
for placing this pipe is to cover it with at least 18 inches of earth, in 
order that there may be no danger of breaking from the pressure of 
wheels. 

Road surface. — The matter of securing a proper surface for the 
roads is perhaps the most difficult and expensive feature connected 
with their construction. This arises from a general absence of suit- 
able surfacing material, particularly in those portions of the park 
that run through the hot springs districts. There is but little good 
gravel in these sections, while the rock itself is of a friable character, 
which is of little use in resisting the wear of wheels. The problem is 
therefore a difficult one, the proper solution of which will ultimately 
require a great expenditure of money. The use of regular macadam 
is exceeding^ expensive, and the occurrence of a suitable rock is so 
rare that it is hardly probable that this system will be generally 
adopted in the near future. At present the most practicable method 
is to study the effect of different soils through which the road passes, 
and wherever one is discovered that wears well under traffic to open a 
quarry and use it as far as it can be economically hauled in both 
directions. Combining this method with the sprinkling system, to be 
described further on, gives, on the whole, very satisfactory results. 
Considerable stretches of the roads have been treated with macadam, 
a Blake rock crusher being used in its manufacture. 

In connection with the resurfacing of the roads, a 10-ton steam roller 
of the most approved modern pattern has been used with excellent 



APPENDIX B B B TECHNICAL DETAILS. 2459 

results. It is hardly practicable, however, to use it extensively during 
the tourist season on account of danger of frightening teams. 

Cross slopes.— It is generally considered proper practice to slope 
side-hill roads toward the bank, so that all surface drainage will go 
into the ditch and thus avoid eroding the embankment and also to 
make the road safer if very narrow and built along steep hillsides. 
This practice is objectionable so far as use of the roads is concerned. 
It is hard on animals and vehicles to travel on a sideling road and more 
wearing on the road surface. A road should be built like a railroad 
track, without slope either w^ay (except that due to rounded surface), 
on straight lines, and with the outer side raised on curves. Both the 
appearance and use of the roads are improved in this way. 

Cross drains.— -The practice, often observed on public highways, of 
building cross ditches on long hills, so as to stop the drainage that 
may flow down the roads and give resting places for ascending loads, 
has never been followed in the park. These cross drains are so 
objectionable in rapid downhill travel that it would be impossible to 

tolerate them. 

Signposts.— In a place like the Yellowstone Park signboards are a 
necessity for the convenience of the traveling public. Only mileposts 
and those denoting junction points are cared for under the appropria- 
tion for improving the road system. Mileposts are of turned cedar, 
6 inches in diameter, with conical tops, and are set 18 inches in the 
ground. Signs are placed on opposite sides denoting the distance to 
the nearest stopping places. For example, in approaching a milepost 
the number read denotes the number of miles to the stopping place 
next ahead. Only whole numbers are used, the distance between any 
two points being taken and the nearest even number of miles assumed, 
omitting all fractions. The miles, therefore, are not strictly correct, 
being a little more or a little less than true miles. 

At each important junction point signboards are put up denoting 
the direction and distance of important diverging points. 

Lumber manufacture.— In the construction of bridges and other 
structures much reliance has been placed upon native lumber, although 
it is not of first-class quality. In the manufacture of this lumber a 
portable sawmill is used, capable of turning out from 6,000 to 10,000 
feet per day. The average cost of manufacture, including all expense 
of repair, moving, etc., is about $15 per thousand. 

The timber chiefly relied upon, or at least most desirable, is the 
Douglas Spruce (Pseudotsuga macronata), but it does not abound m 
sufficient quantity for required needs, and therefore other timber of 
less desirable quality has to be resorted to. 

Method of work.— The work upon the park road system is conducted 
entirely by hired labor, except that the teams are hired under contract. 
Supplies are, of course, purchased by the usual method of proposals, 
and the larger purchases, like those of bridge steel, are made under 
formal contracts. It is found that the work itself can not be conducted 
to advantage by contract. The reasons for this are numerous and con- 
vincing. The Government has a large and well-equipped plant ready 
for instant use. Its method of subsisting its employees has developed 
into a regular svstem. The rate of wages is that of the surrounding 
country, and the hours are fixed by law. A contractor is forced to con- 
form to the Government rates to hold his men. If he adds a profit to 



2460 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

the cost he can not compete with the Government, and if he cuts off 
the profit he can not live. Moreover, contractors find that the rark 
regulations embarrass their freedom of action in many ways, and .he 
rough and untidy outfits generally used are objectionable along the 
lines of travel. Finally, the work itself is of a character that makos it 
impossible to specify it with sufficient definiteness for contracts. This 
is particularly true of repair and maintenance work, and of construc- 
tion work itself where lack of funds permits only partial work at . st, 
leaving completion to the future. All these considerations make it 
impracticable to execute this work by contract, and every attempt to 
do so has ended in failure. Moreover, with the very complete organi- 
zation which it now has and its general system of conducting opera- 
tions as the outgrowth of years of experience, together with its nu m rous 
experienced foremen who have become familiar with the country and 
method of work, the Government can itself do this work more cheaply 
than it can contract for it. 

The headquarters of the Government work are at Mammow Hot 
Springs, where the main office, shops, and storehouses are located. 
# The working parties are subsisted entirely in camp. The organiza- 
tion of a party of, say, seventy-five men is as follows: One ovei^er in 
general charge of the camp, with two suboverseers to assist him; one 
blacksmith; one cook and two helpers; one timekeeper; one water boy, 
and one night herder constitute what might be called the staff of the 
party, the rest consisting of laborers of different classes. The crews 
are subsisted upon a regular fixed ration of high quality and ample 
quantity. The supplies and all material are purchased and st' ™ ' in 
the warehouses at Mammoth Hot Springs, from which they ar dis- 
tributed to the parties in the field. The subsistence supplies are issued 
about every ten days. As there are frequent changes in the organiza- 
tion of the parties, the ration does not ordinarily apply without some 
modification, and has to be supplemented by smaller issues, which are 
sent out as occasion arises. Tfte cost of subsistence, including provi- 
sions, freight and hauling, wages of cooks and helpers, falls between 
40 and 50 cents per man per day. 

The men are hired almost exclusively at Mammoth Hot Springs, 
where they are required to register and those of the higher grades to 
take out the necessary civil-service papers. 

In going to the field the employees are not allowed time in reach- 
ing their place of work unless they stay for a period of six weeks, 
and are not allowed time returning unless they remain to the end of 
the season. Careful precautions are taken in all directions to guard 
against unnecessary leaks and waste of public money. 

In the matter of payment it' is customary to send clerks to the 
parties in the field as soon after the end of the month as practicable, 
where rolls are signed and brought to the central office. Here they 
are computed and compared and the checks drawn, and these are gen- 
erally delivered by the 15th of the month following that for which 
they are in payment. 

> For the purpose of keeping track of the cost of the different por- 
tions of the work daily distribution sheets are kept in each camp. 
These show the amount of expenditure that goes upon each particular 
piece of work. 

Cost.— The present project for the road system contemplates an 
expenditure of $750,000, with which it is expected to have all the roads 




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APPENDIX B B B TECHNICAL DETAILS. 2461 

opened, the earlier roads rebuilt, a good surface provided on the main 
system, and fully 75 per cent of the system under sprinklers. This 
work also includes several important structures. 

There will still remain much work to be done, but none of it of the 
same urgency as that now being done. Ultimately the roads will all 
be widened to 25 or 30 feet and macadamized to the full width. The 
bridges will all be of steel or masonry, the culverts of pipe, and every- 
thing else on the same basis. This will cost a great deal of money and 
take a great deal of time. On the scale of the roads in the Maritime Alps 
it will cost not less than $10,000 per mile. This thorough work, how- 
ever, was wholly impossible at first, and is even yet so to a large extent. 
It was necessary in the first place to give access to the objects of inter- 
est in the shortest possible time, and the first old wagon trails did not 
cost more than $500 per mile. Between these two limits the character 
of the work rests, gravitating continually from the smaller figure to 
the larger. For this reason it has never been considered necessary to 
go into elaborate surveys and estimates, but the money has been applied 
to the work most needed, and the quality of the work has depended 
upon the funds at the time available. The whole system is being pro- 
gressively developed, and every new contribution made by Congress 
is applied where most needed, and all tends toward the final result. 
Whether the road costs one or five or ten thousand dollars a mile 
depends upon the degree of approach to an ultimately perfect road. 
In some places the final result has been nearly accomplished; in others 
it is but just begun, and many years will elapse before its final comple- 
tion will be witnessed. 

MAINTENANCE AND REPAIR. 

Opening roads in spring.— The problem of maintenance of the park 
roads is in every respect a diflicult one. The pressure for travel which 
begins early in the spring makes it necessary to open the roads before 
the condition of the ground after the melting of the snow is such as to 
justify travel. Heavy loads of hotel supplies must of necessity pass 
over the roads as early as the middle of May, while they are still 
covered with snow and are everywhere soft and wet. This traffic cuts 
the roads up until they become in many places almost impassable. 
About the 1st of June the regular coaches begin to run, and it is a com- 
mon experience that travel for the first two or three weeks of the 
tourist season is difficult on account of the mud. This early traffic 
breaks up the hard condition of the roadbed and leaves^ it m a bad 
shape to resist the contrary action of dry weather which follows 
immediately upon the cessation of the spring rams. There is, of 
course, only one way to meet this diffiulty , and that is to provide a rock 
bed for the roads sufficiently deep and strong to resist the action of 
the early wet weather. 

The general practice in opening up the roads has been toaput numer- 
ous parties in the field from two to three weeks before the tourist 
season opens, shoveling through the drifts, draining off the surface 
water, and doing whatever is possible to get the roads into a condition 
where they can carry the heavy loads to which they are subjected. 
Later, as soon as the snow question is out of the way, road machines 
are put upon the roads to smooth up the surface. These machines are 
very effective and are an indispensable part of the road plant. Even 



2462 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

during the dusty season they produce good results by filling up the 
ruts which the wheels cut into the dry surface. 

Sprinkling. — The dust question is the most serious of all, everything 
considered, in connection with the maintenance of the roads. There 
is no doubt that dry weather is a greater drawback and a greater source 
of damage than wet weather. Moisture is an indispensable condition 
to the cohesion of the soil, and as soon as it disappears the surface of 
the road begins to disintegrate. In like manner the wood of the cul- 
verts and bridges shrinks and loses a good deal of the strength which 
comes from close contact of contiguous parts and goes to pieces rapidly 
under the action of the wheels. A culvert that will hold in good con- 
dition during wet weather fails quickly when dried out. Water is 
therefore an essential element in the maintenance of the roads, and the 
great problem in recent years is how to secure it. There is no obvious 
way to do this except by sprinkling, and consequently a system of 
sprinkling is being inaugurated. It is now fully believed that in this 
s}^stem, as it is being worked out, the solution of the problem of main- 
taining the roads will be found. 

The present working of the system is as follows: Two sprinklers 
operate from a single camp 5 miles in opposite directions, going out in 
the morning and returning in the afternoon, thus sprinkling 10 miles 
of road twice a day. It would undoubtedly be better to do this sprink- 
ling in the nighttime or in the early or late hours of the day when the 
water can have an opportunity to soak in before it evaporates, but the 
question of meals and team feed in camp makes this almost impossible. 
With each sprinkler there are two men, one driving the team (four 
horses) and the other following behind the sprinkler with a shovel to 
throw out the loose stones and do any other temporary work that may 
be required. Wherever the sprinkler stops to fill the two men unite 
in doing the necessary work, whether by pumping or by handling the 
valves for overhead filling. 

The two sprinkling outfits comprise four men and four single teams. 
At the same camp there are also three other laborers and one team 
whose duty it is to go over the road filling incipient ruts, repairing 
culverts, and doing whatever other work is necessary. A cook at 
laborer's wages is kept at the same camp, making eight men in all. 
Whenever rainy weather comes the sprinkling teams are either laid off 
or are used in hauling surfacing material. As soon as the rainy spell 
ceases, and before it is necessary to resume sprinkling, two of the teams 
are put upon a road-grading machine and sent over the particular dis- 
trict to which the camp pertains. All ruts caused by the wet weather 
are filled up and the road surface smoothed off. 

This system of treating the roads produces very satisfactoiy results. 
While it does not entirely lay the dust, it will, if the road is well sur- 
faced, practically do so. Not less in importance is the effect of the 
water in preventing the disintegration of the road surface and its 
blowing away in dust. 

The sprinkling plant consists of two essential parts — the means of 
filling and the sprinklers themselves. Although the park abounds in 
mountain streams, it is found very difficult to get water at the exact 
places wanted, and there is probably an aggregate distance of not less 
than 25 miles where it may never be possible to secure it at all. 
Wherever the situation will permit overhead filling is resorted to; 
that is, tanks are located at least 15 feet above the road and a 3-inch 



APPENDIX B B B TECHNICAL DETAILS. 2463 

pipe is led from them under a sufficient head to give a flow that will 
till the sprinkler in from five to ten minutes. The pipes are led from 
the tanks to the edge of the road, where they terminate in a quick- 
working valve and about 4 feet of hose. Where overhead filling is not 
practicable pumping is resorted to. If the supply of water is very 
small, large tanks are provided, of a capacity equal to and in some 
instances a half greater than that of the sprinkler, so that the water 
may accumulate in them during the entire twenty -four hours. Where 
the supply is ample small boxes are used of 2 or 3 cubic feet capacity 
in which the end of the pumping hose can be inserted. In some 
instances pumping direct from streams or pools is resorted to. The 
necessity of securing filling places at regular intervals has led to the 
practice of carrying water along the ditches of the roads in many places. 
This experiment has been very satisfactory, as the presence of running 
water along the dry roads is in itself a desirable feature. 

The sprinkling tanks have a capacity of 750 to 850 gallons, are made 
in the most approved manner of the best material, and are specially 
adapted to this particular work. The wheels have tires 6 inches wide, 
and the front axle is 12 inches shorter than the rear axle, so that the 
sprinkler acts as a road roller covering a width of 1 foot on each side 
of the road. As the weight of a loaded sprinkler is about 5 tons, the 
rolling effect is considerable. 

For convenience of pumping a platform is built on the rear of each 
sprinkler, and on this is placed an Edison diaphragm force pump, 
with two levers. The capacity of this pump is such that two men can 
fill the sprinkler, lifting water a distance of 10 feet, in about twenty 
minutes. Attached to the pump is a 3-inch rubber hose with a strainer 
on the end,' the holes in which are smaller than the holes in the sprink- 
ling sprays, so that any material which might pass through this strainer 
will escape from the sprays. Under the pump platform is a tool box 
containing the necessary tools for the repair of the sprinkler. 

These outfits are hauled by four horses and are provided with the 
necessary equipment and also with strong brakes for downhill work. 
They are arranged so as to be capable of turning in their own length. 
There are two vertical sprays, each covering a width of 4 feet. Con- 
venient levers are provided so that the driver can control both brake 
and spray with facility. . 

The principal drawback in this work is to secure the right kind ot 
help. The opportunities for slighting the work are so complete that 
it is difficult to insure its being thoroughly done. There is no way in 
which it can be told whether the men fill the sprinkler to its full capac- 
ity except in the appearance of the sprinkled road, and that becomes a 
doubtful criterion to judge by after a little time has elapsed. The 
only way to enforce strict work is by a continuous inspection by com- 
petent foremen. . 

Use of oil— There has been much agitation for the use ot oil in 
laying the dust on the park roads and in otherwise preserving them, 
and the matter has been thoroughly investigated. 

The use of oil on highways began on an extensive scale in 1898 near 
Los Angeles, Cal. It has since that time grown into a recognized sys- 
tem of road construction and maintenance and is generally adopted 
throughout that State. . 

Oil was first used for the specific purpose of laying dust, but it soon 
became apparent that it was equally useful, if properly handled, in 



2464 REPOKT OF THE CHIEF OF ENGINEERS, U. S. AKMY. 

preserving the roads in wet weather. It was found to form a hard 
crust, which resisted water well and gave a surface approaching in 
appearance and utilit} r an asphalt pavement. 

Only oils with an asphalt base are thoroughly effective for road 
uses. The paraffin oils, like most of those from the Pennsylvania 
fields, do not give good results. The asphalt oils are found in both 
Texas and California, but particularly in the latter State. For this 
reason the use of oil on highways has found its highest development 
in California. 

To produce the best results the roadbed should be carefully prepared 
for the reception of the oil. It should be well graded and crowned 
for purposes of surface drainage, and also be protected against the 
infiltration of water beneath in sufficient quantity to soften the founda- 
tion. 

In order to incorporate the oil well with the soil it is important to 
harrow up the surface both before and after application. This is 
ordinarily done with a machine, which also carries the spray for dis- 
tributing the oil. It is not practicable to let the oil out of ordinary 
sprays, as with water sprinklers, owing to the difficulty of regulating 
the flow closely enough under the varying head. It is made to flow 
out of the main tank into a small auxiliary tank hauled in rear, from 
which it flows onto the roads. Immediately in front and rear of the 
discharge openings are sets of inclined harrow teeth, which scratch up 
the ground and hasten the incorporation of the oil. This auxiliary 
device is called a distributer. 

It facilitates the incorporation of the oil if it can be put on hot, but 
special apparatus is required for this purpose, and the cost is consider- 
ably greater than when it is put on cold. 

When the road surface is too hard to harrow up effectively, a coat- 
ing of sand should be applied to take up the oil. 

The quality of oil required varies with the soil, travel, and width of 
road. Subsequent applications require less oil than the first. One 
authority gives for the first sprinkling of a 16-foot roadway 250 to 400 
barrels of 42 gallons each per mile. For the park work 130 barrels 
have been estimated as meeting the necessary requirements. No 
attempt would be made to sprinkle wider than 10 feet. 

While the use of oil on the roads of California is a distinct success, 
it was found impracticable, on account of the cost, to use it in the park. 
The following figures show this conclusively: Cost of oil in Bakers- 
field, Cal., 25 cents per barrel; freight, Bakersfield to Portland (S. P. 
R. K. nearly all free), 8 cents per 100 pounds; freight, Portland to 
Gardiner (N. P. R. R. nearly all 50 per cent), 65 cents per 100 pounds; 
weight of barrel of oil, 325 pounds; freight per barrel, Bakersfield to 
Gardiner, $2.37; contract price for freight hauling in park, $1.47 per 
100 pounds per 100 miles; average haul, 35 miles; cost per barrel, 
$1.67; cost of application not less than 25 cents per barrel. Total, 
$4.54. 

Assume first application to require 130 barrels per mile, the cost, at 
the above estimate, would be $590.20. 

This estimate does not include the cost of plant, which would be not 
less than $3,000. 

This method of treating roads is covered by a patent, and the royalty 
charge would be $15 per mile per year. 

If the oil were to be used only where it is impracticable to get water 



APPENDIX B B B TECHNICAL DETAILS. 2465 

for sprinkling, say 25 miles, the cost of the plant would add $150 per 
mile to the first year's sprinkling. 

It is assumed that one sprinkling per season would be sufficient, and 
that the amount required would not be as great in the second and third 
seasons as in the first— say 130 barrels first season, 80 barrels second 
season and 40 barrels in the third and subsequent seasons. 

Charging the plant to the first season would give the following costs: 

First season P er Jf ile " ^65-20 

Second season ".".".do"" 196'. 60 

Third season «w- - - 

Under the most favorable circumstances, therefore, the annual cost 
per mile will be not less than $200 after the system is established. 
This estimate contains the following uncertainties: One sprinkling per 
season might prove insufficient. In this cold climate the oil might not 
incorporate well, and in that case would prove an intolerable annoy- 
ance The free freight rate over the Southern Pacific might not hold, 
for there is a contention on the part of that road that the Govern- 
ment right to free haul applies only to munitions of war. This would 
materially increase the cost, which is already practically prohibitory. 
On the whole, it does not seem advisable to try the experiment until 
a supply of suitable oil is discovered near the park. _ 

Wide tires.— As a means of maintaining the roads in good condition, 
a regulation has recently been secured requiring the use of wide tires 
in all heavy freight hauling. The advantages of wide tires are 
thoroughly established, but there has been a deep-set local prejudice 
in the country around the park to their adoption. This arose mainly 
from the desire to avoid the cost of change of equipment, but to some 
extent also from a belief that they would draw harder than narrow 
tires. Arguments of various sorts were used to oppose the change, 
nearly all of them fallacious and easily disproved, but still sufficient 
to convince an unwilling public. However, the regulation has practi- 
cally gone into force, and the result has been a general conviction on 
the part of everyone of its great advantage, and the prejudice against 
it will probably disappear in a short time. 

It would be difficult to name any one regulation relating to travel 
upon the roads which is of more importance than that ot the use oi 
wide tires in the hauling of heavy freight. There are only two con- 
ditions of the roads in which they are at a disadvantage as compared 
with narrow tires. Where roads have been barely opened and are in 
a condition of mere wagon trails, and are full of stones and roots, a 
narrow tire has the advantage, because its smaller width avoids to a 
greater extent the roots and stones and picks its way more easily along 
the surface of the ground. Again, in the winter season, when there is 
ice on the ground, the wide tire naturally has a weaker hold than a 
narrow tire in descending steep grades. 

The wide tire gives an easier draft in all conditions of well-graded 
roads except one. Where mud is so soft or sand so deep and line that 
either will run over the felloe if it sinks deep enough more material 
will naturally cling to a wide tire than to a narrow one. In thick mud 
or bog or heavy sand or on turf the wide tire gives the lighter drait. 
On a pavement or thoroughly hard road surface there is no appreci- 
able difference between the two. 

But while the advantage of draft is on the side of the wide tire, the 
great argument in its favor is its effect upon the roads. That it saves 

eng 1903 155 



2466 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY. 

them as compared with the narrow tire, whatever the condition of the 
road, there is no question. Even in dusty weather they ccripact the 
surface and lessen the annoyance from this source. Bicyclists have 
assured the writer that they have been of very great advantage to 
wheeling by reason of their effect as road rollers. 

Wagon tracks. — A condition affecting the appearance of public high- 
ways which is everywhere noticed is the irregular and sin nous course 
of the wagon tracks. No matter how carefully a road maj^ be aligned, 
the teams are liable to take an irregular course over it, first on one 
side and then on the other. As horses always follow the beaten track, 
and as drivers rarely take sufficient interest in the matter to straighten 
out these kinks, the road soon takes on this irregular appearance, 
which greatly detracts from its beauty. In the park work the sprink- 
ling outfits are instructed to place obstructions wherever these irreg- 
ularities develop, so as to force travel into regular lines, and in this 
way the difficulty is largely overcome. It may be noted in this con- 
nection that curved roads have a great advantage over straight roads, 
because in rounding a curve traffic naturally falls into a regular line. 

Chipmunks. — A singular condition improving the appearance of the 
roads is the work of chipmunks in carrying away offal from the sur- 
face. This animal is a very diminutive creature, much smaller than 
in the Eastern States, but it abounds in great numbers, and is seen 
everywhere industriously at work. 

TRAFFIC OVER THE PARK ROADS. 

Freight traffic. — In travel over the park roads the character of vehi- 
cles depends upon the various uses to which they are put. While the 
roads are primarily for tourist travel, they are at present largely 
used for freight, owing to the necessity of hauling construction mate- 
rial for the hotels, for the building of the roads, and supplies for the 
use of the military force and the public during the tourist season. 
This freight traffic is at present exceedingly heavy. It will materially 
diminish in the future, after the work on the roads and the hotels is 
completed. 

Freight is generally hauled in loads of two wagons, the rear one of 
which is called a trailer and is fastened to the lead wagon by a short, 
heavy tongue. At least four horses are alwa} 7 s used, frequently six. 
These are generally handled by a driver from a seat on the lead wagon, 
but sometimes by a man riding the near wheeler and managing the 
lead teams with a jerk line. For holding back the wagons when a 
team stops to rest in going up the hills, a block is generally drawn 
along behind so that it will trail 'close to the wheel. In many cases, 
however, one of the men accompanying the load walks behind the out- 
lit and blocks the wheel with stones. With the customary indifference 
on the part of these people to the condition of the roads, the.y gener- 
ally leave these stor s where they place them, and they remain there 
until the road crews can throw them out. 

Competition in freight contracts compels the use of unreasonably 
heavy loads in order to bring the cost of the work within a living rate. 
Single wagons occasionally carry 12,000 pounds, and double wagons 
as much as 18,000 pounds. These loads are undoubtedly heavier than 
they ought to be and are a great strain upon the roads, particularly in 
the spring or the late fall. They are the chief source of damage to 



APPENDIX B B B TECHNICAL DETAILS. 



2467 



which the roads are subjected and not infrequently cut them all to 
pieces during prolonged spells of wet weather. It will probably be 
necessary to ask for some regulation limiting the tonnage of these 

loads. a 

The freight traffic in the park, while it is something necessary, is 
one of the principal drawbacks to the pleasure of travel. The outfits 
are generally so loaded that it is difficult for them to turn out, and 
their slow and unwieldy character causes delay in getting past them; 
moreover, the drivers being seated in front of the load, which is often 
so high as to prevent their seeing back, do not know, and sometimes 
do not care, what may be happening behind them, and there is often 
much delay in passing by light vehicles coming up in the rear. 

Empty outfits returning generally take off the lead team, place the 
harness in the wagons, and tie the horses behind. It often happens, 
in attempting to pass such an outfit, that these horses are startled and 
try to get past their own wagon, thus spreading out and effectually 
blocking the road. 

To diminish as far as possible the injury to the main roads and the 
annoyance to passenger traffic arising from freight hauling, it is con- 
templated to use the old abandoned roads as far as possible for this 
purpose. They are so used already in several places, particularly by 
returning empties, and a small amount of work will make it possible 
to utilize probably 20 miles of these roads. 

Passenger traffic— -For the hauling of passengers, the principal tour- 
ist companies use Concord coaches. These are hauled by 4 horses on 
the main system of the park, and carry from 8 to 14 passengers each. 
Between Gardiner Station and Mammoth Hot Springs much larger 
couches are employed, hauled by 6 horses and capable of carrying as 
many as 30 passengers. For the handling of such heavy outfits, how- 
ever, exceptionally good and safe roads are necessary, as the slightest 
accident of any kind might produce serious results. The speed of the 
coaches throughout the park averages 5 miles per hour. These larger 
conveyances are supplemented by surreys and lighter outfits. 

Camping parties.— -The regular camping companies use ordinary 
spring wagons to a large extent. Private camping parties that visit 
the park in large numbers from the surrounding country, mainly from 
the farms and ranches, use vehicles of all sorts and descriptions. It is 

a Table showing reasonable limit of loads for different widths of tire and loads actually 

hauled. 

Assume as allowable weight to July 1, 450 pounds per inch width of tire. 
Assume as allowable weight after July 1, 550 pounds per inch width of tire. 



1-inch tire . 
ll-inch tire 

2-inch tire . 

2Hnch tire 
3-inch tire . 
4-inch tire . 
5-inch tire . 
6-inch tire . 



Allowable loads, 

including weight 

of wagon. 



Before 
July 1. 



After 
July 1. 



Pounds. 
1,800 
2,700 

3,600 

4,500 
5,400 
7,200 
9,000 
10, 800 



Pounds. 
2,200 
3,300 

4,400 

5,500 

6,600 

8,800 

11,000 

13, 200 



Actual loads. 



91 



Pounds. 

Light single rig 750 

Surrey 1,200 

(Coach (small) 4, 100 

{Freight 12,000 

Coach, 6-horse 8, 750 

None in use. 

Freight 12,000 

None in Use. 

Sprinklers (750 gallons) 10, 370 



2468 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

not uncommon to find a miniature sleeping-car outfit mounted on a 
single wagon and covered with canvas, with folding beds fastened up 
on the sides in daytime and let down for use at night; with a cook 
stove in one end and lockers for cooking utensils and other things 
under the seats. Some of these outfits are of such width as to be a 
serious menace to travel. As a general thing, campers use the ordi- 
nary canvas-covered heavy wagon. 

In many instances ranchers, after having closed their spring work, 
take their families, with one or two cows, a few chickens, and a lim- 
ited assortment of produce, and spend a good part of the summer in 
the park, grazing their stock and living at comparatively no expense. 
They are not permitted, however, to camp for any great length of 
time in a single place. 

Automobiles. — There has been much agitation for the use of auto- 
mobiles in the park. There can be no question of the great advantage 
of this kind of conveyance if it were practicable to put them into use. 
The greatest source of dust, which is the chief annoyance to travel, is 
from the action of the horses' hoofs, and if this could be eliminated 
the dust question would be very much improved. But there is one 
obstacle which will probably prove insuperable to the adoption of this 
vehicle, and that is the danger of frightening teams. There will alwaj^s 
be a large amount of team travel in the park, and the horses of this coun- 
try, unlike those of the city, do not readily become used to vehicles of 
the above description. It is even found necessary to require bicyclists 
to dismount whenever meeting teams in order to prevent accidents. 

Electric lines. — There have been numerous attempts to introduce 
electric lines in the park. In some respects these would serve an 
important purpose, but the sentiment of the country is against them, 
and it is considered desirable to exclude them altogether and permit 
only coach travel upon the park roads. 

The difficulty of building an electric line would be considerable. It 
has been proposed to lay the track upon the park highways, but this 
would not be possible, as they will always be used to a large extent by 
teams, no matter if an electric line were built. As the roads now 
occupy all the advantageous routes it would be a matter of great diffi- 
culty and expense" to build a line outside of them. However, these 
difficulties could probably be overcome if it were not for the senti- 
mental objection to permitting anything of the kind in the park. In 
fact if the money which an electric line would cost could be used in 
improving the condition of the roads the discomforts of travel would 
be so far removed as to make an electric line wholly undesirable. A 
great majority of the traveling public prefer, on coming to the park, 
to get away from the innovations of modern travel and enjoy the open- 
air coach rides of these mountains. 

The argument of reduced cost of travel, if an electric line were built, 
is a visionary one. The enormous first cost of such a line and the cost 
of operation would require a charge quite as great as the present if 
the line were to pay. Finally, such a line could never accommodate 
the public as a carriage line would. It would have to run on a more 
rigid schedule. It could not make side trips, or run at hours to satisfy 
special parties, and it would lack so much of the elasticity of the pres- 
ent system that horse vehicles would still have to be used extensively 
to supplement it. 




NEAR VIEW OF ENTRANCE GATE. 



APPENDIX B B B TECHNICAL DETAILS. 2469 

SPECIAL WORKS. 

Among the works of special interest, from a technical point of view, 
the following will be briefly described: The entrance gate at Gardiner, 
Mont ; the Golden Gate Viaduct; the Melan Arch Bridge over the 
Yellowstone at the Grand Canyon; the concrete dam, aqueduct, and 
fountain at Mammoth Hot Springs. 

Entrance gate at Gardiner.— The importance of the northern entrance 
to the park is such that it was considered desirable to erect an entrance 
gate at that point. The Northern Pacific Railroad touches the park 
boundary at the same point, and the railroad company proposed, in the 
erection of their station, to combine it with the Government work m 
a manner to give an effective approach for tourists coming from that 
direction. The conformation of the ground lent itself admirably to 
this purpose. The railroad was made to terminate in a loop practially 
tangent to the boundary of the park, and the Government road like- 
wise terminates in a loop tangent to the boundary at the same point. 
Between the two the station is located, with a long train platform on 
one side and a coach platform on the other. The space within the 
loop of the Government highway has been converted into a small park 
planted with shrubbery, and ornamented with a small pond, both 01 
which are sustained by water brought from the Gardiner River. 

The station is a unique and interesting structure, built alter the 
design of Mr. R. C. Reamer, an architect of great originality, and 
particularly skillful in adapting his work to natural surroundings 

The loop and park are in a depression in the hills, around the sides 
of which the road rises from the level of the station platform to a 
height of about 30 feet at the neck of the loop. Across this neck the 
entrance gate, in the form of a large stone arch, has been built. 

The gate consists of two square stone towers, with a batter 01 1 in 
30, the bottom dimensions being 12 feet 8 inches square. The clear 
space between the towers at the ground is 19 feet 8 inches. It is closed 
over by an arch, the crown of which is 30 feet above the ground. 
This arch curtain is 5 feet thick, and is built up to the same height as 
the towers. The entire structure is 50 feet high, and is capped with 
a concrete roof, roughly shingled with the chippmgs from the cut stone 

used in the arch. . . . T , .:' ,. 

The character of the masonry is entirely original. It consists oi 

columnar basalt, taken from a quarry near by, ^^^fi ™ 
agonal prisms. These have been used ]ust as found, with the least pos- 
sible dressing, retaining their natural weather-worn condition, lhe 
points of therms pr g oje ct beyond the plane of the face and [give to 
the whole structure a novel appearance as a masonry work, lhe s two 
base courses are roughly cut, as, of course, are the stones in both l the 
small and the large arch rings. The cutting of this stone was a very 
difficult matter, owing to the extremely hard quality of the lock. 

The side of the structure which faces .the station lis ornamented with 
three tablets. The largest is 3 feet 10 inches by 20 feet 8 inches and 
bears the inscription, " For the benefit and enjoyment of the people - 
an extract from the act creating the park. The smalle r tablet on he 
left tower is inscribed, -Yellowstone National Park; that on the 
right "Created by act of Congress March 1, 1872." These tablets 
wS folded* fntirelv of concrete. The forms for the letters were 
manufactured by the Stillwater Manufacturing Company, of btillwater, 



2470 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

Minn., and were cut out in reverse with great accuracy. They were 
made so as to give a depressed letter in the concrete, and with a tri- 
angular cross section, so as to be easily removed after the concrete was 
set. They were nailed upon a suitable frame, which was placed in posi- 
tion to close a recess left for the purpose in the masonry. For the 
larger tablet this space was 18 inches deep — that is, 18 inches from the 
face back into the wall. 

The concrete used was in the proportions 1, 2, and 4. A mortar fac- 
ing was put in at the same time, sufficiently thick to cover the letters. 
The concrete rested directly upon the masonry below it. As soon as 
the space was filled, and before the concrete had set, the course of stones 
above was laid upon it, so that their weight pressed into the block, mak- 
ing a perfect bed. The forming was held in position by means of rods 
previously laid in the walls. 

Extending from the tower of the arch in both directions for a dis- 
tance of about 30 feet are two wing walls 12 feet high, terminating in 
square towers about 14 feet high. From these towers walls 8 feet 
high extend along each branch of the loop to the park boundary. 

Golden Gate Viaduct. — The Golden Gate Viaduct is a concrete struc- 
ture designed to carry the road around the face of a nearly vertical 
cliff. The question of choice of material turned both upon the general 
appearance of the structure and the necessity of making quicker work 
than the condition of the steel market would permit if steel were used. 
To have built a steel structure would have required accurate surveys 
and close examination of the foundations, including borings, which, 
together with the great difficulty of securing prompt deliveries of 
steel, would have made it practically impossible to erect the work 
during the season in which it was felt it should be erected. With con- 
crete, on the other hand, surveys of the foundation could be omitted, 
because it was only a question of using a little more or less concrete, 
according as it might be found necessary to carry the piers more or 
less deep into the rock. It was much easier, moreover, to get prompt 
cement deliveries than steel. Finally, it was believed that a series of 
arches built against the side of the cliff and fitted to the natural face 
of the rock would produce a more pleasing effect than a steel struc- 
ture. For these reasons concrete was adopted. 

The viaduct consists of eleven arches resting on two abutments and 
ten piers, the whole being on an 8 per cent grade and on a 10° curve. 
The radius of the outside of the parapet wall is 573 feet. The length 
on center line is 200 feet, and the abutment wing walls extend 12 feet 
farther at each end. The arches are terminated at their inner extrem- 
ities by the irregular and nearly perpendicular face of the cliff, leaving 
a roadway averaging about 18 feet in width. The piers are spaced 18 
feet center to center on the outside and converge 6$ inches in 18 feet. 
They are 3 feet thick. The arches are 18 inches thick on the pier, 
12 inches at the crown, and have 24 inches rise. Piers and arches are 
built of Atlas Portland cement concrete, the former in proportion of 
1, 2, and 4, and the latter in proportion of 1, 2, and 3. In the crown 
of each arch is embedded a piece of wire netting, 7 by 15 feet, made 
of No. 8 B. W. G. wire, meshes 2£ by 5 inches, the long dimension of 
mesh and short dimension of the piece of netting being parallel to 
center line of bridge. The piers rest upon horizontal surfaces stepped 
into the solid rock, and where these footings are separated by surfaces 
inclined much from the vertical anchor bolts were embedded in them. 




OLD GOLDEN GATE VIADUCT. 




ERECTION OF FORMING FOR GOLDEN GATE VIADUCT. 




CONCRETING GOLDEN GATE VIADUCT. 




/ / 



•nT-"* / 



REMOVAL OF FORMING FROM GOLDEN GATE VIADUCT. 




NEW GOLOEN GATE VIADUCT. 



APPENDIX B B B TECHNICAL DETAILS. 2471 

Work was begun at the west or highest end of the bridge. The 
west abutment and the piers were all concreted before the arches were 
begun, and these were then put in alternately. Each arch and cor- 
responding parapet wall were put in at the same time as one piece, 
the section being limited by the vertical planes upon the radial center 
line of each pier. The joints thus formed afford the necessary expan- 
sion cracks, the opening and closing of which could be observed at 
the completion of the bridge. Railroad iron in 4-foot lengths was 
embedded in arch and parapet wall, four pieces to each arch, to 
strengthen the connection between the two. The valleys between each 
arch inclined to the inner edge of roadway, where 2-inch iron pipes 
are inserted for weep holes. In addition to the heavy abutment and 
wing wall at the lower or eastern end of the bridge, the irregularities 
of the cliff at the inner edge of the roadway, into which the arches 
are keved, afford an additional precaution against the sliding of the 
arches" upon the piers downhill by expansion and contraction. Each 
section of parapet wall was keyed into the adjoining section by a ver- 
tical 2 by 6 inch tongue and groove extending from the top of the 
pier to the under side of the rail of wall, so that it does not show in 
the finished structure. 

The execution of this work was one of extraordinary difficulty. 
This arose first from the conformation of the canyon and its influence 
upon the winds, which prevailed during the entire season. The canyon 
is practically the small end of a funnel, which gathers up the wind on 
the plateau above and conveys it through to the lower country. The 
wind was high nearly everv day during the work. At times it attained 
the force of a gale with sufficient power to pick up stones one-half 
inch in diameter. When it came to mixing the concrete it was found 
almost impossible to conduct the work during the middle of the day. 
The dust and cement filled the eyes and lungs of the workmen in spite 
of goggles and kerchiefs. On this account men kept constantly quitting, 
notwithstanding increased pay for concrete work, and their places had 
to be filled with new and inexperienced men. Of the original force 
few were working at its completion, although a nearly uniform number 
was maintained by constant recruiting. The number of men employed 
during the concreting was 91, and the actual time spent was 122 hours 
on 19 different days. Only one accident occurred during the work, 
and that was by a man being actually blown from the forming onto 
the rocks below. 

The lack of storage space was another serious handicap, as every- 
thing had to be handled in the narrow space of the roadway above and 
below the viaduct. 

Another difficulty in connection with this work was the necessity ot 
rushing it to the greatest possible extent. Tourist traffic had to be 
turned into a side road, where the steep grades and excessive dust 
involved both danger and discomfort. Consequently the work was 
pushed with extraordinary speed, and the road was closed to travel 
only about four weeks. During this time the old bridge was taken 
down, the forming put up, and the concreting completed. The total 
amount of concrete put in was 545 yards. 

For the concrete a natural mixture of gravel and sand was used, 
taken from a quarry about half a mile distant. There was a small 
percentage of loam in this gravel, but it was considered sufficiently 
clean to justify avoiding the heavy expense of washing, and it was put 



2472 REPOET OF THE CHIEF OF ENGINEERS, U. 8. ARMY. 






in the structure as found in a state of nature. Of the wisdom of this 
course time alone can tell, although up to the present date there, is no 
indication of any weakness arising- from this source. a The structure 
was put in during the season of 1900, and was used during the latter 
part of that season and the three seasons since. 

Among the defects developed in this structure, which could be cor 
rected if it were to be built anew, the only one of any importance was 
the failure to provide effectively against seepage. The concrete was 
not of particularly close character, and it was found that the surface 
.water of the road drained through it with facility. The waters streak- 
ing down the piers caused a white deposit, which disfigured the struc- 
ture to a considerable extent. That, however, was remedied by going 
over it with a cement wash. Some measures were taken to close the 
joints in the parapet wall by means of lead, but they were only par 
tially successful. The compacting of the roadway has largely pre 
vented the infiltration of water from above, and the condition as t< 
leakage materially improves as time goes on. 

If the work were to be done anew, the following measures would b 
taken to prevent the above-noted defect: The joints would be mad 
water-tight by the use of strips of sheet lead, which will be note 
below in detail in the description of the concrete dam built at Mam 
moth Hot Springs. The upper surface of the arches would be give 
a coating of some waterproof wash like the alum-lye wash used o 
Government fortifications. In this way the leakage would probabl 
be nearly all prevented. 

In connection with the erection of the Golden Gate Viaduct occurre 
the removal of the large rock which has given the name to the struc- 
ture. This rock was a natural tower about 15 feet high and weighe 
over 23 tons. It originally stood within about 8 feet of the cliff, and 
the roadway passed between the two. Its position did not fit with the 
grade of the new structure, and its proximity to the cliff made the road 
altogether too narrow. For this reason it was decided to break it o 

a Some very interesting experiments have recently been made by Prof. C. E. Sher- 
man, of the Ohio State University, who, as United States assistant engineer, had 
immediate charge of the work on the viaduct, the purpose of the experiments being 
to determine the effect of small percentages of loam or clay in concrete mixtures. 
Following are the conditions under which the experiments were conducted: 

All mixtures are 1 cement, 3 sand, and percentages of clay or loam to sand. 

Both cements were bought in open market and tested well neat, the Lehigh show- 
ing considerably stronger. 

Three kinds of sand were used — standard crushed quartz as per American Society 
of Civil Engineers specifications; lake sand from Lake Erie, 40 per cent voids, and all 
passed a No. 30 sieve; bank sand from the Mock bank, south of the city of Colum- 
bus, Ohio, a large source for local supply, weight 102 pounds per cubic foot, all passed 
a No. 12 sieve. 

The clay used was Mayfield ball clay (Mayfield, Ky. ), ground fine. It had no 
hydraulic properties. 

The loam was common field loam (brown soil) with a considerable percentage of 
organic matter. This was dried and ground fine before using. It was also tested for 
hydraulic properties and found to have none. 

All briquettes were allowed to set in moist air 48 hours, then immersed in water 
until broken. 

Briquettes were broken at 7 days, and at 1, 2, 3, 6, 9, and 12 months, respectively. 

The tests were carefully conducted under skilled supervision. The net result was 
that clay or loam in percentages up to 15 give a material increase to the strength of 
the mortar. It is difficult to accept results so contrary to received theories, but there 
is no flaw discoverable in the tests. The great benefit of such a result, if definitely 
established, will be to eliminate the necessity, and often the great expense, of wash- 
ing sand which has only a small percentage of olay or loam in it. 




REMOVAL OF GOLDEN GATE ROCK. 




REMOVAL OF GOLDEN GATE ROCK. 







REMOVAL OF GOLDEN GATE ROCK. 



APPENDIX B B B TECHNICAL DETAILS. 2473 

and move it out so as to give a sufficient width of roadway and instal 
it upon an artificial foundation. A natural seam was found, which 
simplified the matter of breaking the rock, and it was raised with 
lackscrews and moved on rollers to its new position. Here it was set 
up on a concrete pillar 3 feet square, and the whole was surrounded 
by rough stones, which effectively conceal the artificial _ foundation. 
To all appearances the rock stands in its natural place as it did before 
its removal. The cost of removal was slight. Mr. C. E. Sherman, 
United States assistant engineer, had immediate charge of the engi- 
neering details, and Mr. Robert Walker, United States overseer, of 
the construction. 

Steel-concrete arch bridge over the Yellowstone.— -Ever since the park 
was opened for travel visitors have been confined to the left bank of 
the Grand Canyon of the Yellowstone, owing to the absence of any 
means of crossing the river. A bridge has been in contemplation for 
many years, but lack of funds has hitherto prevented its construction. 
This portion of the river being one of great scenic beauty, it was 
desired to put in a structure appropriate to the situation; and as such 
a structure would involve heavy cost, it has never been possible 
until recently to build one. The design finally adopted was that of a 
steel-concrete arch. 

The most feasible bridge site was at the brink of the upper fall of 
the Yellowstone, where the river narrows to a width of 50 feet; but 
it was generally considered by visitors that it would be undesirable to 
place an artificial structure in that situation, and therefore a site was 
chosen at the head of the rapids, about a half mile above the upper 
falls. This site is an excellent one, except that the span (120 feet) is 
much greater than at the head of the falls. Two points of rock jut 
out into the river, fitting in well with the road on the left bank and 
giving a good approach on the opposite bank. The rock is volcanic 
rhyolite and not of very satisfactory quality for work of any kind; 
still, from the fact that it has resisted for an indefinite geological 
period the action of the river, it must have considerable stability. ^ In 
any case the situation was one that had to be accepted, and the bridge 
has been founded upon these two jutting points of rock. 

The span of the bridge, as above stated, is 120 feet between the ends 
of the steel arch girders and 160 feet between the ends of the bridge. 
The rise in the steel girders is 15 feet. The surface of the bridge is 
given an arch form, the center being 2 feet 6 inches above the ends. 
This was done in order to avoid the necessity of going too far down 
with the spring lines of the arch and at the same time not to raise the 
approaches above the level of the established highway. The effect of 
this rise in the center of the bridge is pleasing to the eye. The entire 
width of the structure is 18 feet 6 inches and the width of the road- 
way 14 feet 6 inches. The concrete railing is 30 inches high. The 
height of the bridge floor above low water is 43 feet. 

The steel work of the bridge consists of ten arch girders, each com- 
posed of four angles united by a lattice work. The angles themselves 
contain the necessary section of steel as computed from the strains to 
which the bridge will be subjected. It is believed that the lattice 
girder is better for work of this kind than either a solid beam or two 
flat bars placed one above the other. In the first place, the necessary 
section of steel can be had as well in one. case as the other, while the 
distance apart of the two sets of angles can be so adjusted as to meet 






j 

2474 REPORT OF THE CHIEF OF ENGINEERS, IT. S. ARMY. 

the strains in the best possible way. The lattice union causes both 
flanges to act together. Finally, the open lattice work permits the 
concrete to be made in a continuous mass through the girder instead 
of being separated as it would be by a solid web. The dimensions of 
the angles are \ by 2i by 3 inches. The depth of the girder varies 
from 12 inches al the center to 22^ inqhes at the ends. The concrete 
arch ring is 24 inches thick at the crown and 48 inches at the spring 
line. The center line of the girders coincides closely with the center 
line of the arch ring and both with the center line of pressure due to 
the weight of the structure. The girders are united laterally at inter- 
vals of 12 feet by cross bars of steel bolted to the flanges. 

The filling of the spandrels and approaches was made of concrete 
instead of earth. Both Lehigh and Atlas cements were used, the 
former in the 1, 4, and 9 mixture for the filling, and the latter in 
the 1, 2, and 4 mixture for the arch ring, facings, and road surface. 
The 1, 2, and 4 concrete was made of broken rock and washed sand; 
the 1, 4, and 9 mixture of natural unwashed gravel. A large pro- 
portion of bowlders (about 200 cubic yards) was used in the filling. 
The arch ring and all the filling from one continuous mass. The total 
volume within the forming was a trifle less than 900 cubic yards. 

A solid concrete construction being decided upon, without earth 
filling in any part of bridge or approaches, it was further decided to 
make the structure act as a solid monolithic mass, without any 
provision for contraction or expansion. It was evident that the 
greatest strain tending to crack the concrete would come over the 
spring line where the arch proper joins the approaches. To resist this 
as far as possible steel rods were embedded in the concrete 2 feet 
below the surface of the bridge parallel to its axis, extending from the 
ends of the abutments nearly to the center of the bridge. The result 
of this expedient will be referred to further on. 

There is a narrow walk on each side of the bridge, provided with 
an iron guard rail to prevent injury from the wheels of vehicles. The 
railing of the bridge is made of concrete cast around a steel channel, 
which is itself supported by steel bars extending down into the body 
of the bridge. These bars are inclosed in the concrete of the balustrade. 

In the construction of the bridge an important difficulty, and per- 
haps the greatest of all, was the building of the false work and the 
necessary forming. The false work had to be founded in one of the 
most violent rapids of the river and was a work of no small risk. The 
handling of the material was accomplished by means of a steel cable 
\\ inch diameter. No especial contrivance was used for transferring 
the material, reliance being placed upon an ordinary pulle} T . 

The false work was f ounded-upon two abutments and one pier. The 
pier consisted of a large crib made of green timber sunk in as close 
contact with the bottom of the river as possible and filled with rock. 
It rested around a large submerged ledge of rock, which answered the 
purpose of an excellent anchorage, as it would be impossible for the 
crib to slip past it. After the crib was built above water and before 
much stone was put inside vertical posts to carry a part of the weight 
of the structure were placed within the crib in contact with the rock 
bottom of the river. The weight did not, therefore, rest entirety upon 
the crib, but in part upon these posts. After the posts were set up 
and secured in position the rock filling of the crib was placed. The 
false-work abutments at the two sides of the river were placed without 
difficulty, as the water at those points was shoal and the current not 




BRIDGE SITE OVER THE YELLOWSTONE RIVER, LOOKING UPSTREAM. 




FALSE WORK FOR SUPPORT OF FORMING. 




COMPLETED FORMING FOR BRIDGE. 




INTERIOR VIEW OF FORMING JUST BEFORE CONCRETING. 




RUNWAY ON BRIDGE FOR CONCRETING. 




PARTIAL VIEW OF GROUNDS DURING CONCRETING. 




MIXING CONCRETE. 




BRIDGE COMPLETE— SIDE VIEW. 







BRIDGE COMPLETE— OBLIQUE VIEW. 




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APPENDIX B B B TECHNICAL DETAILS. 2475 

swift. Upon the pier and abutments above described the false work 
was built, each half being sustained by rive inverted queen-post trusses, 
as shown in the photograph. 

All of the material for the upper work was manufactured before- 
hand, and its erection moved off with rapidity after the pier and abut- 
ments were once in. A large part of the coarse lumber used in the 
work was sawed in the vicinity, but all of the finer lumber was brought 
from the Pacific coast. The work was begun on the 23d of May, and 
the woodwork was practically finished by the 1st of August. 

The lumber and timber of all kinds used in the false work and form- 
ing amounted to over 80,000 feet. A large part of it was saved and 
will be available for other uses. 

Contrary to the usual practice in putting in structures of this kind, 
it was decided in the present case not to divide the concrete work into 
sections, putting in one or more each day, but to carry the work on 
continuously from start to finish, so that the entire mass might set 
together as a monolith. The only difficulties in executing the work in 
this manner are those of organization and the necessity of assembling 
a large force and working all night. All details were thought out 
very carefully, and when the concrete was put in the operation passed 
off without a hitch. 

The accompanying diagram shows the grounds and the relation of 
the different piles of material, the mixing boards, bridge, etc., to each 
other. A careful system of runways was provided to the various 
gravel and rock piles and to the cement house. Water was brought 
from the river in road sprinklers and let out into barrels, whence it was 

taken in buckets. 

The mixing was done by hand on a single board in a rather unusual 
way. The board was 25 feet long, sloping slightly from one end to 
the other, and sixteen mixers were employed, eight on each side. The 
ingredients were dumped on the upper end and the mixing was begun 
immediately. The first two mixers turned the material dry. Next to 
them stood a man with water, which he applied after every shovelful. 
The next mixers kept turning the material along, and another water 
man assisted in wetting the mixture farther down the line. In this 
way the whole mass was moved along by a sort of continuous motion, 
and when the end of the board was reached it was shoveled directly 
into the carts below, whence it was wheeled to the bridge. Each batch 
contained about 18 cubic feet and made two cartloads. The rate of 
mixing was 10 yards per hour. Owing to the excessive evaporation, 
the mixture was made as wet as it could be handled. 

No mortar facing was used except for the road surface, but great 
pains were taken to get a close contact with the forms and with the 

steel arch beams. 

Concreting was begun at the two abutments or approaches and was 
finished at the center. No appreciable settlement of the false work 

was observed. 

The work was carried on in three shifts of eight hours each. The 
time required with the force available was estimated at seventy -five 
hours. Work began at 7 a. m. August 10 and was finished (except 
the mortar surface of the roadway) at 10 a. m. August 12, a period 
of seventy-four hours, with a loss of two hours in all for meals. 

The time selected for the work was that of the full moon, but arti- 
ficial light was also necessary. To provide this, a small dynamo was 
borrowed of the hotel company and was attached to the rock-crusher 



2476 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

engine and a temporary plant installed on the grounds. The arrange- 
ment was entirely successful. 

The cost of putting in the concrete was about $1.50 per }^ard. 

The work on the railing was commenced immediately after the main 
body of the concrete was put in. 

The centering of the arch was struck September 8, twenty-eight 
days after the concrete work was completed. A bench mark for level 
reference had been established, and the settlement of the structure 
on the removal of the supports was carefully measured. It amounted 
to about one-tenth of an inch. 

Very slight cracks have appeared over the spring line on both ends 
of the bridge, showing that the precautions taken to prevent them 
were not entirely sufficient. The only possible ill effect that can come 
from these cracks will be due to the infiltration of water, and care 
will be taken to prevent this. 

The preparation of the drawings and the supervision of all the work, 
except the putting in of the false work for the forming, was by Mr. 
Eobert Walker, United States overseer. Owing to the temporaiy 
absence of Mr. Walker, the false work was mainly put in by Mr. 
Frank R. Grunau. 

Concrete dam, aqueduct, and fountain at Mammoth Hot Springs.^ 
It is intended to notice under this heading a few features which may 
be of use to the profession in the execution of similar works. 

In building the reservoir for the water supply at Mammoth Hot 
Springs a concrete dam was used. The dam was a low one, but the 
principle of construction would apply to one of greater height as well. 
A section of the dam is shown in the accompanying photograph. The 
excavation for the foundation was carried down until a good clay soil 
was reached, and into this sheet piling was driven to a depth consid- 
ered sufficient to cut off all possibility of underflow. The sheet piling 
was allowed to project about 6 inches above the bed of the founda- 
tion. Upon this bed and inclosing the sheet piling the concrete dam 
was erected. It was made in sections of 12-foot lengths, with arti- 
ficial divisions to take up the motion of expansion and contraction. 
For the purpose of closing these cracks against the leakage of water 
the following expedient was resorted to: Strips of sheet lead 3i inches 
wide and one-eighth inch thick were used. These were placed against 
the bulkhead of the particular section under construction, and an inch 
and a half of the width was bent out at right angles so as to be buried 
in the concrete of the section. Care was taken to pack the mortar 
well around this sheet lead, so as to cut off all possibility of leakage. 
After the section was built and the bulkhead removed, the other side 
of the lead strip was bent out at right angles, except about one-fourth 
inch, which was left parallel to the section. The adjoining section of 
concrete was then built up. In this way it was considered that any 
movement in the sections due to contraction would be readily taken 
up without strain, and at the same time the crack would be effectually 
closed. Experience has fully justified this conclusion, as the dam has 
never shown any leak at these sections, except in one place, where 
there has been a large and unexplained separation of the sections, due, 
it is believed, to some movement in the ground itself. 

In view of the extensive difficulties experienced in fortifications in 
making concrete impervious to water, it is of especial interest to note 
that this dam has been water-tight from the first, showing but very few 
evidences of filtration of water. This result was secured by using wet 




CONCRETE RESERVOIR DAM AT MAMMOTH HOT SPRINGS. 




CONCRETE AQUEDUCT. 







CONCRETE DISTRIBUTING FOUNTAIN Af MAMMOTH HOT SPRINGS. 






APPENDIX B B B TECHNICAL DETAILS. 2477 

concrete, which compacted very thoroughly, and by facing the water 
side of the dam with mortar put in at the same time with the con- 
crete. It is true that the pressure on the dam is light, the maximum 
depth being only 6 feet, but it is believed that the same construction 
could be applied to much higher dams with equally good results. 

In erecting an electric-light plant for use at Mammoth Hot Springs 
water power was employed. It became necessary to convey this water 
for a distance over a depression in the ground, and as the work was to 
be of permanent character it was decided to put in a concrete flume 
and aqueduct. 

The aqueduct was made in 12-foot lengths, supported upon vertical 
piers, as shown in the photograph. The various sections united over 
the piers. The cracks between the sections were closed with, sheet 
lead, after the manner already described in the case of the concrete 
dam. The results in this case were not quite as satisfactory, owing, 
undoubtedly, to the fact that less pains was taken to get the mortar 
around the bends in the sheet lead. However, the aqueduct is practi- 
cally water-tight, although at first there was some seepage at the joints. 

For the irrigation of the plateau of about 30 acres at Mammoth Hot 
Springs it was desired to utilize water from the mains for the domes- 
tic supply instead of bringing it in an open ditch. To provide for this 
extra demand a 10-inch main was laid from the reservoir to the high- 
est part of the grounds to be irrigated. This point where it was 
desired to release the water was about 100 feet below the level of the 
reservoir, and it was necessary to adopt some method of reducing the 
velocity of discharge before letting the water out upon the grounds. 
It was not desirable to adopt a vertical jet on account of the large 
quantity of water required and the fact that the wind would scatter it 
over too wide an area. The following expedient was resorted to: A 
circular basin, 20 feet in diameter and 4 feet deep, was built of con- 
crete, with a carefully leveled upper edge, consisting of a steel band 
6 by i inches. The water was expected to flow over the edge of this 
basin into a circular flume built around it. A 6-inch pipe was led from 
the main to this basin, so that it would discharge horizontally and 
tangentially to the circumference at the bottom. The result is that 
the velocity of discharge is entirely taken up in the basin in the form 
of a circular motion to the water, which, after the basin is filled, flows 
over the edge into the flume below, whence it is conducted to the 
grounds. The experiment was successful so far as the main purpose 
was concerned, but it has been found that, for the amount of water 
desired, the basin was somewhat larger than necessary, and therefore 
the water does not ordinarily flow over it in a full sheet around the 
entire circumference. It has also been found difficult to secure an 
even flow all around, as the water sucks down over the end of the dis- 
charge pipe and bulges up somewhat at the diametrically opposite 
point, giving a deeper flow on one side than on the other. Except for 
these two defects in appearance the result is entirely satisfactory. 

All of the above works at Mammoth Hot Springs were executed 
under the immediate supervision of Mr. Robert Walker, United States 
overseer. 

Very respectfully, your obedient servant, 

H. M. Chittenden, 
Captain, Corps of Engineers. 

Brig. Gen. G. L. Gillespie, 

Chief of Engineers, V. S. Army. 



2478 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY, 



B B B 20. 

[Report of Capt. William W. Harts, Corps of Engineers, on engineer operations in the former Depart- 
ment of North Philippines, and present Department of Luzon, for the period July 1, 1902, to June 6, 
1903.a| 

Headquarters Department of Luzon, 

Office of the Engineer Officer, 

Manila, P. I. , June £, 1903. 

General: I have the honor to submit the following report of 
engineer work in the former Department of North Philippines and 
the present Department of Luzon, for the period July 1, 1902, to date,® 
having been relieved from duty per paragraph 10, General Orders, 
No. 28, Headquarters Department of Luzon, current series. 

* * . * * * * * 

REPAIRS TO ROADS AND BRIDGES. 

At the close of the fiscal year 1902 practically all the work in charge 
of this Office north of the Pasig River had been completed, and with 
the exception of roads in the vicinity of Manila, for which minor 
repairs were provided, and the road work in Laguna and Batangas 
provinces, operations had ended in the territory south of the Pasig. 

FIRST ENGINEER DISTRICT. 

This district includes the provinces of Cagayan, Isabela, and Nueva 
Viscaya. The following engineer work was accomplished: 

Between Cauayan and Angandanan 1,000 yards of road were repaired, 
a 50-foot Howe truss bridge was constructed at the Angandanan River 
crossing, a 50-foot Howe truss bridge was constructed over the Manante 
River, and an 80-foot trestle bridge over Tagaran River, besides several 

culverts. 

At Cauayan the road from the barracks site to the Rio Grande, 300 
yards long, was ditched, graded, and metaled with such material as 

was at hand. 

From the post site at Tumauini to the river landing, 750 yards, an 
old, neglected road was cleared off, ditched, and reshaped. 

About $4,000, Mexican, was expended in the district. 

THIRD ENGINEER DISTRICT. 

This district includes the provinces of Zambales, Pangasinan, and 
Benguet. Work was completed about the middle of July, and con- 
sisted of the following: 

The Pantal bridge across one of the mouths of the Agno River at 
Dagupan, which was nearly completed during the previous year, was 
finished by the erection of a 72-foot center span. 

At Bayambang a detail of engineer soldiers erected a ferry cable and 
put the ferry in good running order. Expended $75, Mexican. 

« Since which time Capt. Spencer Cosby, Corps of Engineers, has been the engineer 
officer of the Department. 



APPENDIX B B B TECHNICAL DETAILS. 2479 

SIXTH ENGINEER DISTRICT. 

The provinces of Rizal, Bulacan, and Cavite compose this district. 
All work was completed during the previous year, except the repair 
of the road from the city limits of Manila to Fasay Barracks. All 
ruts which had developed were filled with stone, ditches were cleared 
out, and 900 linear yards metaled with gravel. Expended $1,451.51, 
Mexican. 

SEVENTH ENGINEER DISTRICT. 

The provinces of Laguna, Batangas, and Tayabas are included in 
this district. The following work was accomplished: 

The road from Calamba to Batangas was completed March 20, hav- 
ing been commenced in October, 1900. Although the work originally 
contemplated was of an emergency nature, only $150,000, Mexican, 
having been allotted for the road from Calamba to Nasugbu, distance 
80 miles, by means of a subsequent appropriation of the Philippine 
Commission it was possible to complete a substantial road from 
Laguna de Bay to Batangas Gulf, 39.5 miles. About 10 miles of the 
road were built during the current year. 

From indications it is probable that a fair road existed where the 
present one is located. A number of substantial, bridges, built some 
years ago, are still in a good state of preservation, but with this 
exception and that the grading had to a large part been done, it was 
necessary to build the road new throughout. In 1899 the old road 
site was overgrown with vegetation, and mudholes were to be found 
in frequent succession. The subsoil is of volcanic ashes, and in wet 
weather it became a mass of sticky mud, through which it was impos- 
sible to take wheeled transportation. The first work consisted in 
clearing and corduroying. As it soon became apparent that tem- 
porary work would not suffice for the needs of the Army by reason 
of the number of garrisons to be supplied and the consequent heavy 
hauling, it was determined to make the work permanent so far as 
funds would permit. The fact that garrisons stationed between 
Batangas and Nasugbu could be supplied with no great difficulty, and 
therefore extensive road repair not being required between those 
points, permitted the use of the greater part of the allotment for the 
Batangas-Calamba end, which amounted, with the funds appropriated 
by act 311, United States Philippine Commission, to about $240,000, 
IVtexican > 

The road as completed is in the following shape: From the Laguna 
to Calamba, 1 mile, the road is 30 feet wide with a solid rock founda- 
tion covered with gravel, and with ample ditches. 

Between Calamba and Tanauan the roadway is 16 feet wide, metaled 
with volcanic tufa 6 inches deep, and covered with 4 inches of gravel 
or sand or metaled with gravel 6 to 12 inches deep and covered with 
pit sand. Near Santo Tomas the structure is a 6-inch Telford founda- 
tion of volcanic rock, covered with 2 inches of finely pounded disinte- 
grating f eldspathic rock with a top dressing of 1 inch of pit sand. 
The material used here, as elsewhere, was that which was most avail- 
able. Long hauls and inaccessible quarries prevented anything like 
uniformity in the road metal used. 

From Tanauan to Batangas the character of the metaling varied trom 
a combination of sand and gravel, volcanic tufa and gravel, to a com- 



2480 EEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 

bination of gravel and crushed coral. Near Batangas a very satisfac- 
tory section was constructed with trap rock and broken coral inti- 
mately mixed, covered with sharp pit sand. 

The culverts constructed number 66, and are of three types. First, 
a box culvert with grouted floor and stone walls, with planked road- 
way; second, 12-inch cement pipe culvert, and, third, wooden box 

subdrains. 

Five bridges, built prior to American occupation, were repaired, and 
one bridge, 25-foot span, with stone abutments and pier, was built. 

The completed sections of the road were maintained during the whole 
period of construction. At the time work was completed the road 
throughout was in excellent condition.- 

Expended during the year, about $60,000, Mexican. 

The road from New Rosario to Taysan, 5i miles in length, was 
improved by clearing, ditching, and grading; 5 log culverts were built 
and 3 stone culverts repaired. The branch roads to the Ibaan and San 
Juan de Boc Boc roads were gone over and such improvements made 
as funds would permit. Total length of roads improved was 12 miles. 
This work was in charge of Capt. D. H. Boughton, Third Cavalry. 
Amount expended, $5,000, allotted from Calamba- Batangas funds. 

The final road work in the department ended with the completion of 
repairs to the road between Bay and Calauan. During the previous 
year the road from Bay to San Pablo had been put in shape for trans- 
portation of supplies by grading and ditching and metaling the worst 
places; also by the construction of a number of culverts and two 
bridges. Lack of sufficient transportation facilities prevented the com- 
pletion of the work until the time stated. 

The section between Calauan and Bay was graded, ditched, and sur- 
faced with hard stone, with a gravel top dressing. The grading for 
2,000 yards averaged in fill from 3 to 4 feet. Expended during the 
year for repairs and permanent work about $20,000. 

The work in this district was in charge of First Lieut. George B. 
Pillsbury, Corps of Engineers, with Lieut. William G. Caples, Corps 
of Engineers, as assistant, and later by the latter officer. Both of 
these officers are deserving of special commendation for the resource- 
fulness and energy with which the work was carried on under adverse 
and trying conditions. 

With the completion of the above operations the proposed road and 
bridge work in the department ended. The operations cover a period 
of four years, during which time over $1,500,000, Mexican, was 
expended for labor and supplies, and exclusive of tools arid a large 
amount of lumber purchased in the United States. The sum total of 
results accomplished with this outlay amounted to 220 miles of roads 
metaled, an equal distance of actually improved roads covering a dis- 
tance of over 1,000 miles, 260 bridges, with a total length of 3i miles, 
20 stone bridges, 1,000 culverts, and 15 ferries; 45 miles of trails were 
opened up and improved. But little effort has been made by the 
provincial authorities to maintain improvements made, except in Albay 
Province. The result of this neglect in a country of rapid deteriora- 
tion needs no comment. 

SURVEYS. 

The military zones around the powder magazines at Pandacan, San 
Juan del Monte, and San Francisco del Monte were surveyed, maps 
submitted, and boundaries marked. 




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APPENDIX B B B — TECHNICAL DETAILS. 2481 

Within the city of Manila and vicinity lands occupied by the mili- 
tary authorities were surveyed and maps submitted; this included lands 
occupied by Fort San Antonio Abad, Malate Barracks, Luneta Bar- 
racks, and Camp Wallace Field, storehouses and morgue, Fort San- 
tiago, Cuartel Espaiia, Cuartel Fortin, Army and Navy Club, and 
Estado Mayor. 

Surveys for the location of new military posts were made at Los 
Banos, Santo Tomas, Batangas, Mariveles, Corregidor, Bayambang, 
Malahi Island, Fort William McKinley, and Calamba. 

Estimate and bill of material were prepared by Lieut. William G. 
Caples for a water-supply system at Los Banos and special survey 
made for location of water system. 

Plans, estimates, and investigation of titles in addition to surveys 
were made by Lieutenants Rand and Pillsbury in connection with 
proposed posts. 

The department engineer officer prepared plans and estimates for 
water and sewerage systems at Fort William McKinley and Malahi 
Island, and for a water system at the post site near Batangas. 

WORK AT FORT WILLIAM M'KINLEY. 

The preliminary work is, by direction of the division commander in 
charge of the department engineer officer, under the direction of the 
board of construction. The local supervision has been successively in 
charge of Lieutenants Markham, Lukesh, and Rand. 

The work has progressed as follows: The necessary temporary 
buildings for the engineer detachment were built, also stables and sheds 
for transportation and protection of property. All necessary post- 
roads were staked out and sites for barracks and quarters located. A 
hydrographic survev of the Pasig and Taguig rivers was made, a 50- 
acre plot of ground" set aside for the agricultural bureau of the civil 
government for experimental purposes was surveyed and staked out, 
a survey was made for the location of the proposed water and sewer- 
age systems, and monuments marking the boundaries of the reservation 

were built. 

Projects for water and sewerage systems were prepared, the former 
including three artesian wells, one of which has been sunk to a depth 
of 1,005 feet, from which a good supply of water was obtained; the 
second well has been sunk to a depth of 570 feet. These wells are 
being sunk under contract, the supervision being under the engineer 
officer of the department. 

Roads leading from the entrance to and in front of the line ot om- 
cers' quarters, in rear of the First Regiment barracks site, in front of 
the barracks site and in rear of the officers' quarters, and to the hos- 
pital site are well under way, about 2i miles of road having been com- 
pleted. A branch road to the site for quartermaster stables has been 

comDleted. 

The work of erecting barracks has been commenced, and the grad- 
ing for these barrack sites carried forward as fast as required. 

As the work has progressed, the wisdom of selecting the site for a 
large post has been apparent. The ground is high, the drainage good 
and the water supply will apparently be abundant and ot excellent 
quality. The conformation of the ground has permitted the location 
of the quarters, barracks, and other post buildings advantageously. 

eng 1903 156 



2482 REPORT OF THE CHIEF OF ENGINEERS, U. 8. ARMY. 

Upon completion under the present approved plans this post shou 
be a model one for a tropical country. 

Very respectfully, Wm. W. Harts, 

Captain, Corps of Engineers, U. 8. Army. 

Brig. Gen. G. L. Gillespie, 

Chief of Engineers, U. $. A. 






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